RC's Picks: Top Ten for 2011
So, here are ten things that impressed me over that past year in no particular order. Making any best-of list means that one must eliminate at least as many worthy runner-ups as the lucky ones mentioned in the story. Darn Tough Vermont socks (wearing them as I type this), for example, and the 10-millimeter through-axle quick release that DT Swiss offers as a rear hub option are two that I had to skim from the story. Also, When I was asked to make this list, it was to be a tech story and I suppose I should have complied, but I didn't. So, enjoy the read and forgive my diversions. -RC
Flat pedals are better for technical riding?: Judge for yourself.
For Your Bucket List: Passportes Du Soleil
My friend Lorna from Lapierre told me that I should stay on a few days after the 2012 Lapierre bike launch at Les Gets, France, to ride the 'Portes Du Soleil. I nearly passed on her suggestion in my haste to get back to the US and work. What I discovered was an endless Super D course laid out across France and Switzerland, connected by a network of chair lifts and gondolas. The event is hosted by five cities and you get about 50 miles of downhill action with plenty of alternatives ranked from easy to fear-of-death. Food stations at the bottom of major uplifts hand out hot coffee, fruit, baked and cooked local delicacies, and beer on tap.
![Multi]()
Some of the course takes riders well above the tree line, so you can expect a bit of climbing now and then. Not to worry, there is a huge contingent of big-bike riders from the UK that make the annual trip who do a bang-up job of topping the climbs. The reward for the brief huff between runs is another spectacular view and one more 1000 meter drop into a storybook alpine town. I met a contingent of six bike industry guys from as many countries at the top of the lift at Les Gets who invited me for a lap. It was a great vibe and one of the best rides of my life. The next day I busted out half a lap of burning brake pads with Lorna. It's an event that could only happen in the Alps. Yeah, I'm going back. Passportes Du Soleil
Best New Idea: Shimano XTR Plus Rear Derailleur
While not technically a 2011 product, Shimano released the XTR Plus rear derailleur mid-way through the year to select riders and journos. The concept is simple: Shimano added a one-way friction clutch to the cage pivot to prevent the chain from whipping the derailleur cage back and forth when riding over bumps. Normal spring tension takes up the slack as you shift to smaller sprockets, but once the shift takes place, the clutch prevents the cage from swinging forward to offer up any extra slack. When shifting to larger cogs, your leg power overrides the clutch and as the shift takes place, the pulley cage is drawn forward against the clutch friction just enough to facilitate the shift. The function of the tiny roller clutch and its gold-anodized on-off lever at the cage pivot is likely to be misunderstood by just about everyone in the bike biz who hasn't ridden an XTR Plus-equipped bike. The Salesman-Bob sell-point is that XTR Plus derailleurs silence chain slap on the frame, but that's only fluff end of the dog. The Plus-clutch keeps the lower run of the chain taught, nearly level and in control, and there are rarely (if ever), any derailments while pedaling or coasting through the big stuff - and that is sans chainguides. The little 'Plus' bits are mighty expensive, but if Shimano can figure a way to bring the technology down through SLX, it might be a huge game changer. The buzz is that Saint is getting the Plus-clutch soon.
ShimanoWhile not technically a 2011 product, Shimano released the XTR Plus rear derailleur mid-way through the year to select riders and journos. The concept is simple: Shimano added a one-way friction clutch to the cage pivot to prevent the chain from whipping the derailleur cage back and forth when riding over bumps. Normal spring tension takes up the slack as you shift to smaller sprockets, but once the shift takes place, the clutch prevents the cage from swinging forward to offer up any extra slack. When shifting to larger cogs, your leg power overrides the clutch and as the shift takes place, the pulley cage is drawn forward against the clutch friction just enough to facilitate the shift. The function of the tiny roller clutch and its gold-anodized on-off lever at the cage pivot is likely to be misunderstood by just about everyone in the bike biz who hasn't ridden an XTR Plus-equipped bike. The Salesman-Bob sell-point is that XTR Plus derailleurs silence chain slap on the frame, but that's only fluff end of the dog. The Plus-clutch keeps the lower run of the chain taught, nearly level and in control, and there are rarely (if ever), any derailments while pedaling or coasting through the big stuff - and that is sans chainguides. The little 'Plus' bits are mighty expensive, but if Shimano can figure a way to bring the technology down through SLX, it might be a huge game changer. The buzz is that Saint is getting the Plus-clutch soon.
The Someone Finally Got It Right Award: Shimano XTR/XT Trail Pedal
It's rare that one brand gets two picks on my best-of list, but I have been waiting for a bomb-proof, lightweight semi-platform all-mountain/trail pedal for a long time. I once swore by Crankbrothers platforms as my technical trail pedals, but reliability problems forced me to give up in frustration. Shimano's previous attempts were too cumbersome or heavy to take seriously, but all that has changed. Nearly identical, XTR and Deore XT trail pedals are lightweight and very effective. They offer enough platform to get a foot out for a slide and then pedal out of a corner without having to worry about clicking back in - and the better half of the story is that most often, the re-engagement process happens automatically. After a year of banging them into rocks, my first pair of Shimano XT Trail Pedals are operating as smoothly and reliably as day one - and the shafts are straight. Nuff said.
ShimanoIt's rare that one brand gets two picks on my best-of list, but I have been waiting for a bomb-proof, lightweight semi-platform all-mountain/trail pedal for a long time. I once swore by Crankbrothers platforms as my technical trail pedals, but reliability problems forced me to give up in frustration. Shimano's previous attempts were too cumbersome or heavy to take seriously, but all that has changed. Nearly identical, XTR and Deore XT trail pedals are lightweight and very effective. They offer enough platform to get a foot out for a slide and then pedal out of a corner without having to worry about clicking back in - and the better half of the story is that most often, the re-engagement process happens automatically. After a year of banging them into rocks, my first pair of Shimano XT Trail Pedals are operating as smoothly and reliably as day one - and the shafts are straight. Nuff said.
The Simple is Better Prize: Commencal Meta AM
I agreed to test ride the Commencal Meta AM at Crankworx. Accompanied by the bike's designer and a small cadre of Commencal folks, we hit the Lost Trails on the outskirts of the park to get acquainted with the beautiful six-inch-travel machine. It was love at first pedal. Later, I took the bike into the park and hit the mid-mountain runs and it rocked. The Meta AM's slack front end felt balanced at trail speeds and rock steady when the time came to descend. Under power, the bike's rear end remained supple and it rolled up and over roots and up stepped rock climbs with relative ease. Under braking, the bike kept its grip and followed the ground quite well. Its SRAM X.0 two-by drivetrain was perfectly geared to keep the bike flowing up and over the steeps, and its RockShox Reverb dropper post ensured that every technical section was fun. The reason Commencal gets high marks here, however, is that the Meta AM chassis matches - perhaps bests - the performance and handling of mega-engineered masterpieces from the three largest brands in the AM/trail game - and it accomplished that feat with a simple single-pivot swingarm suspension design and an off-the-shelf Fox fork and shock.
Of course, I am glossing over a lot of magic that Commencal has designed into the Meta AM. The 'Contact System' suspension ties the lower shock pivot to the swingarm to take some stress from the front triangle, and the suspension pivots on huge bearings with sturdy clevises at all four corners of the seat-stay link. The cable and hose routing is internal to extend the simple and clean theme to the entire bike, and ISCG chainguide mounts and a sturdy tapered head tube extend the capability of the Meta AM into the range of park and freeriding. The bottom line, however, is that Commencal's Meta AM has just-right geometry, suspension rates and component spec. It's the magic of perfectly done, not over-done that makes the Meta AM rock. And if you like blue, its one of the best looking bikes of the year.
CommencalI agreed to test ride the Commencal Meta AM at Crankworx. Accompanied by the bike's designer and a small cadre of Commencal folks, we hit the Lost Trails on the outskirts of the park to get acquainted with the beautiful six-inch-travel machine. It was love at first pedal. Later, I took the bike into the park and hit the mid-mountain runs and it rocked. The Meta AM's slack front end felt balanced at trail speeds and rock steady when the time came to descend. Under power, the bike's rear end remained supple and it rolled up and over roots and up stepped rock climbs with relative ease. Under braking, the bike kept its grip and followed the ground quite well. Its SRAM X.0 two-by drivetrain was perfectly geared to keep the bike flowing up and over the steeps, and its RockShox Reverb dropper post ensured that every technical section was fun. The reason Commencal gets high marks here, however, is that the Meta AM chassis matches - perhaps bests - the performance and handling of mega-engineered masterpieces from the three largest brands in the AM/trail game - and it accomplished that feat with a simple single-pivot swingarm suspension design and an off-the-shelf Fox fork and shock.
Of course, I am glossing over a lot of magic that Commencal has designed into the Meta AM. The 'Contact System' suspension ties the lower shock pivot to the swingarm to take some stress from the front triangle, and the suspension pivots on huge bearings with sturdy clevises at all four corners of the seat-stay link. The cable and hose routing is internal to extend the simple and clean theme to the entire bike, and ISCG chainguide mounts and a sturdy tapered head tube extend the capability of the Meta AM into the range of park and freeriding. The bottom line, however, is that Commencal's Meta AM has just-right geometry, suspension rates and component spec. It's the magic of perfectly done, not over-done that makes the Meta AM rock. And if you like blue, its one of the best looking bikes of the year.
Favorite AM/Trail Tire: Schwalbe Hans Dampf
Schwalbe designed the Hans Dampf tire as its do-everything knobby and it hits the mark pretty well. Its weight is a respectable 750 grams for a jumbo-sized, 2.35-inch tire and its omnidirectional tread profile borders on a spike tire without the poor rolling resistance of a spike on hardpack surfaces. It rolls faster than one can imagine and as a final accolade, Schwalbe managed to make it a no-hassle tubeless ready tire. That's right. In every case, we have been able to air it up with a hand pump, and on a number of 'advertised to be tubeless' rims. The sidewalls are armored with nylon fabric and extra rubber so they are much tougher than necessary for trail work. We have used them for everything from aggressive trail riding to racing local downhills with good results. There are specialty tires that can outperform the Hans Dampf in one or another aspect of its envelope, but few come close to this one for its handyman skills. Air pressure is key to this tire's success, and the payoff for experimenting to achieve your Schwalbe sweet spot is a tough pair of tires that climbs like a goat and corners like a shifter-cart.
SchwalbeSchwalbe designed the Hans Dampf tire as its do-everything knobby and it hits the mark pretty well. Its weight is a respectable 750 grams for a jumbo-sized, 2.35-inch tire and its omnidirectional tread profile borders on a spike tire without the poor rolling resistance of a spike on hardpack surfaces. It rolls faster than one can imagine and as a final accolade, Schwalbe managed to make it a no-hassle tubeless ready tire. That's right. In every case, we have been able to air it up with a hand pump, and on a number of 'advertised to be tubeless' rims. The sidewalls are armored with nylon fabric and extra rubber so they are much tougher than necessary for trail work. We have used them for everything from aggressive trail riding to racing local downhills with good results. There are specialty tires that can outperform the Hans Dampf in one or another aspect of its envelope, but few come close to this one for its handyman skills. Air pressure is key to this tire's success, and the payoff for experimenting to achieve your Schwalbe sweet spot is a tough pair of tires that climbs like a goat and corners like a shifter-cart.
We Get It Award: SRAM X.0 Crankset Gearing
Two-chainring cranksets were popular long before SRAM took up the flag and committed to the concept with its XX component ensemble. That said, SRAM receives huge points for shouldering the massive marketing efforts required at all levels to move two-by-ten from concept to OEM brands and ultimately, your LBS. Unfortunately for rank-and-file enthusiasts - the folks who wanted two-by in the first place - SRAM and later, Shimano decided somewhere in their dark. corporate meeting rooms, to offer tall, XC-racer gearing options. REALLY? Like riders who had been struggling to push a 22 x 34 up climbs are magically going to be able to bust out the same climbs in the equivalent of two gears higher? SRAM was the first to admit its foolish mistake and, with the debut of its X.0 component group, it now offers almost any chainring combination that a trail or AM rider would want. The key to SRAM's wonderful two-by turnaround is a replaceable spider on the X.0 Crankset that can be configured with different bolt-circle diameters and thus can be fitted with granny chainrings to 22 teeth and big rings over 40 teeth. My Favorite is the 38 x 24 combination. Its low-gear matches my old nine-speed triple and the high is tall enough to get moving on the road. Thank you SRAM.
SRAMTwo-chainring cranksets were popular long before SRAM took up the flag and committed to the concept with its XX component ensemble. That said, SRAM receives huge points for shouldering the massive marketing efforts required at all levels to move two-by-ten from concept to OEM brands and ultimately, your LBS. Unfortunately for rank-and-file enthusiasts - the folks who wanted two-by in the first place - SRAM and later, Shimano decided somewhere in their dark. corporate meeting rooms, to offer tall, XC-racer gearing options. REALLY? Like riders who had been struggling to push a 22 x 34 up climbs are magically going to be able to bust out the same climbs in the equivalent of two gears higher? SRAM was the first to admit its foolish mistake and, with the debut of its X.0 component group, it now offers almost any chainring combination that a trail or AM rider would want. The key to SRAM's wonderful two-by turnaround is a replaceable spider on the X.0 Crankset that can be configured with different bolt-circle diameters and thus can be fitted with granny chainrings to 22 teeth and big rings over 40 teeth. My Favorite is the 38 x 24 combination. Its low-gear matches my old nine-speed triple and the high is tall enough to get moving on the road. Thank you SRAM.
Comeback Kids: Marzocchi 44 and 55 RC3 Forks
Marzocchi admittedly struggled to keep pace with the likes of RockShox and Fox a few years back. The real sting came when the first name in Freeride found itself being edged out of the market that Marzocchi helped to create. I realized that Marzocchi was back in action when Brett Tippie lent me his (unridden) Rocky Mountain Slayer for a shuttle session on the rainy North Shore last winter. His bike was set up with a Bomber 55 RC3 fork that simply rocked. It saved my bacon a number of times with its big hit capabilities, but where the fork surprised me the most was in its mid-stroke. Where old 'Zokes tended to blow through their travel under braking, the new fork was stable and stayed up in its travel without suffering any loss in small-bump sensitivity. I could do no wrong with that fork. I attribute this to a lot of work in the damping department and the combination of a coil spring with an air-spring preload adjustment. Later, when I had a chance to test the 150-millimeter 44 Titanium RC3, I was equally impressed for all of the same reasons. Marzocchi's new 55 and 44 forks lose some luster on paper because they are a tiny bit heavier than their larger-than-life competitors, but there is no comparison when it comes down to ride quality.
MarzocchiMarzocchi admittedly struggled to keep pace with the likes of RockShox and Fox a few years back. The real sting came when the first name in Freeride found itself being edged out of the market that Marzocchi helped to create. I realized that Marzocchi was back in action when Brett Tippie lent me his (unridden) Rocky Mountain Slayer for a shuttle session on the rainy North Shore last winter. His bike was set up with a Bomber 55 RC3 fork that simply rocked. It saved my bacon a number of times with its big hit capabilities, but where the fork surprised me the most was in its mid-stroke. Where old 'Zokes tended to blow through their travel under braking, the new fork was stable and stayed up in its travel without suffering any loss in small-bump sensitivity. I could do no wrong with that fork. I attribute this to a lot of work in the damping department and the combination of a coil spring with an air-spring preload adjustment. Later, when I had a chance to test the 150-millimeter 44 Titanium RC3, I was equally impressed for all of the same reasons. Marzocchi's new 55 and 44 forks lose some luster on paper because they are a tiny bit heavier than their larger-than-life competitors, but there is no comparison when it comes down to ride quality.
An Argument Against Flat Pedals: Danny Hart's World Championship run - Clipped In
Danny Hart may have put in the best run in the history of downhill racing - nearly 12 seconds ahead of the field in pouring rain on one of the steepest and most difficult courses that the World Championships have been contested upon. The wild man of pro downhill is one of the best sliders in the business and he does it clipped in (Crankbrothers Mallets, I think). Which begs the question: Why do downhillers still opt for flat pedals? I am sure there are a lot of reasons - but not many good ones. After watching Danny, I don't think flat pedals are the future - of downhill racing, at least.
2011 World ChampionshipsDanny Hart may have put in the best run in the history of downhill racing - nearly 12 seconds ahead of the field in pouring rain on one of the steepest and most difficult courses that the World Championships have been contested upon. The wild man of pro downhill is one of the best sliders in the business and he does it clipped in (Crankbrothers Mallets, I think). Which begs the question: Why do downhillers still opt for flat pedals? I am sure there are a lot of reasons - but not many good ones. After watching Danny, I don't think flat pedals are the future - of downhill racing, at least.
Comeback Kid II: Kona Entourage
Kona knows how to make park bikes - they sponsor the bike programs of many of the world's most prestigious bike parks. With all of that information welling around a bike company that sits on both sides of the border, geologically centered in the best technical riding spot on the planet, one would think that Kona would rule the category. For whatever reasons, this has not been the case, but the dry spell should be over if park riders get a taste of Kona's new Entourage. This is the bike that bridges the long-wheelbase big bike feel with the nimble, short-chainstay all-mountain nimbleness. You can send it and it lands like a cat, or you can poke around exploring technical trails without feeling like you are tugging on bungee cords every time you top a short climb. The Entourage is a gravity bike, make no mistake about it, with 170 millimeters of travel, a slammed saddle and a 65-degree head angle, all it lacks is a dual-crown fork, but that's the magic of park riding - a lighter bike with slightly less travel and a bit sharper pedaling is way more fun than a full-on DH sled for all but the hardest five percent of the terrain available. Kona's Entourage is nimble in the tight stuff and simply pops off jumps. It's a must-ride for anyone in the market for a capable park bike.
KonaKona knows how to make park bikes - they sponsor the bike programs of many of the world's most prestigious bike parks. With all of that information welling around a bike company that sits on both sides of the border, geologically centered in the best technical riding spot on the planet, one would think that Kona would rule the category. For whatever reasons, this has not been the case, but the dry spell should be over if park riders get a taste of Kona's new Entourage. This is the bike that bridges the long-wheelbase big bike feel with the nimble, short-chainstay all-mountain nimbleness. You can send it and it lands like a cat, or you can poke around exploring technical trails without feeling like you are tugging on bungee cords every time you top a short climb. The Entourage is a gravity bike, make no mistake about it, with 170 millimeters of travel, a slammed saddle and a 65-degree head angle, all it lacks is a dual-crown fork, but that's the magic of park riding - a lighter bike with slightly less travel and a bit sharper pedaling is way more fun than a full-on DH sled for all but the hardest five percent of the terrain available. Kona's Entourage is nimble in the tight stuff and simply pops off jumps. It's a must-ride for anyone in the market for a capable park bike.
My Favorite Technical Trail Brake: Magura MT-8
I liked Magura's MT-8 brake when I first tested it and later, after the release of Shimano's excellent-performing XTR IceTech disc brake, I figured that my German brakes would be scratching for second place. Now, with ample time on both systems, I found myself back in love with Magura. The MT-8 weighs almost exactly what the XTR systems does (278g VS 269g depending upon hose length), so it's not a weight issue. My MT8s never drag, they stop with authority, and Magura MT-8s have a better feel when my tires are at the razor-edge of breaking traction, like when I am burning off a lot of speed and nearing a switchback corner. What I miss sometimes is Shimano's shorty lever, but in its place is a more comfortable wide-faced carbon fiber Magura blade that never fatigues my hand on long descents. I also like that Magura's MT-8 brake runs drag free without the mechanical feeling ServoWave action of Shimano XTR and XT levers.
MaguraI liked Magura's MT-8 brake when I first tested it and later, after the release of Shimano's excellent-performing XTR IceTech disc brake, I figured that my German brakes would be scratching for second place. Now, with ample time on both systems, I found myself back in love with Magura. The MT-8 weighs almost exactly what the XTR systems does (278g VS 269g depending upon hose length), so it's not a weight issue. My MT8s never drag, they stop with authority, and Magura MT-8s have a better feel when my tires are at the razor-edge of breaking traction, like when I am burning off a lot of speed and nearing a switchback corner. What I miss sometimes is Shimano's shorty lever, but in its place is a more comfortable wide-faced carbon fiber Magura blade that never fatigues my hand on long descents. I also like that Magura's MT-8 brake runs drag free without the mechanical feeling ServoWave action of Shimano XTR and XT levers.
For Your Bucket List: Passportes Du Soleil
My friend Lorna from Lapierre told me that I should stay on a few days after the 2012 Lapierre bike launch at Les Gets, France, to ride the 'Portes Du Soleil. I nearly passed on her suggestion in my haste to get back to the US and work. What I discovered was an endless Super D course laid out across France and Switzerland, connected by a network of chair lifts and gondolas. The event is hosted by five cities and you get about 50 miles of downhill action with plenty of alternatives ranked from easy to fear-of-death. Food stations at the bottom of major uplifts hand out hot coffee, fruit, baked and cooked local delicacies, and beer on tap.
Some of the course takes riders well above the tree line, so you can expect a bit of climbing now and then. Not to worry, there is a huge contingent of big-bike riders from the UK that make the annual trip who do a bang-up job of topping the climbs. The reward for the brief huff between runs is another spectacular view and one more 1000 meter drop into a storybook alpine town. I met a contingent of six bike industry guys from as many countries at the top of the lift at Les Gets who invited me for a lap. It was a great vibe and one of the best rides of my life. The next day I busted out half a lap of burning brake pads with Lorna. It's an event that could only happen in the Alps. Yeah, I'm going back. Passportes Du Soleil
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Pedals are like a tire choice- it helps the individual rider but you cant say one is better than another for everyone, it's all preference and riding styles
The reality of the flats vs clipped in argument has more to do with the future than the present. If one compares (try to concentrate on the big picture here) ski and snowboard racing with the present MTB racing, it raises a worthy question: Are we at the cusp of an advanced DH riding technique that, when combined with the recent tweaks in frame geometry and being clipped into the pedals, will be a game changer for DH racing? When you are clipped (this is the ski analogy) you can relax and ignore a lot of really sharp hits and concentrate on your lines because your skis aren't going anywhere if you get bounced unexpectedly. Flats are proven to be good and at present, riders on flats rule gravity - that's a fact. However, the sport advances quickly and then plateaus for a period of time, and from my perspective, DH has been pretty stable for a spell. Guys like Danny are not just wild men who risk for the win. He's got a different style of riding and being clipped in is only a part of it. He rides with a plan and those who want to stand above him on the boxes should pay close attention to the subtleties hidden behind his sometimes ragged technique.
Marseer, equipment may become a factor but only on an individual level. It has been well proven that both flats and clips can be ridden to win world cups, but fact is these riders would be winning regardless of their pedal choice. The "which pedal is better" debate is utterly tired and redundant.
In terms of foot/pedal interfaces, the only game changer over the past two decades was a shoe Intense had made by Five Ten. I would not be riding flats as confidently as I do without that sticky rubber.
I do agree that light DH bikes are a game changer - we are now at a point where equipment is so light and strong that sometimes it is, debatably, too light, and we are hearing of pros opting for heavy parts. I wonder what it will take for the UCI to impose minimum weights on DH bikes? Actually, we know what it will take - a very public injury or death.
yes but they can save your life
This isn't even a debate as far as I'm concerned; nobody on flats won any significant races this year, all the World Cups and the World's were won on clips. This is why I'll be surprised if Sam Hill ever wins a big race again, he and others like him simply cannot make up the time they lose in the pedal sections, especially to AG with his super stiff, super efficient bike. Why do you think Steve Smith is experimenting with clips? You sure as hell don't see any top guys on clips experimenting with flats, do you? That's because pros now know clips are faster, if you can handle them. AG learned to ride clips as a young child, so it's totally natural for him. That is the key.
Having said all that, I race and ride DH on flats, because it doesn't come as natural to me. But it sure came naturally for Nico, who won 10 World Championships in a row on clips. It's sorta funny how many guys who run flats are so sensitive about this issue, I think they know clips are faster, but they are intimidated by them so they react very defensively.
Having said all that, flats are more fun to ride on, unless you are trying to be the fastest. Also the best for snow riding, imho.
And for me it's not a difficulty getting out thing as when i ran clipped I kinda naturally came out of the pedals when stuff got hairy. It purely fun, I like getting a tad dicey and throwin a foot out and you can whip with no worry of coming unclipped (only an issue on SPDs not crank bros)
Id highly recommend anyone riding flats to give Clips a go. You'll hate it at first but after a few rides u will notice the benefits.
spyretto, why u in the world would you run clip pedals and not clip in you mug?!
On the other side of the dabate. I own some flats, dont use them often but sometimes for my hardtail its more convienent. It allows a more ragged style especially for dirt jumping and pump tracks, clips wont help you there.
So yeah, unless you're a beginner and you don't really feel at home on a bike I don't really see safety as an issue on clips. I remember when I first started downhill, I thought people riding clipped had a deathwish. The better I got the less I crashed and it got to a point where I believe clips are the next step as I feel that not having to worry about my feet being bounced off the pedals or having them "vibrate" to bad position on the pedal (even with good pedals and 5-10s) when riding very rugged sections would actually help enough to overcome the possible disadvantage when crashing.
I'm also happy that marzocchi seems to be back on track with quality products. With X-fusion who also seems to be making good products, maybe we'll have a real price/quality war in the shock department now. I'm not convinced the consumers benefited in having only 2 big names in the shock category.
but yeah about what I was saying, even Kona is looking a lot better than they used to.
Any kind of biking, even on amateur level is about passion, seeking perfection, but it is also a sport which one of the most important principles is "recreation" - getting healthier by practicing it. If you just search for performance enhancement you will start to exploit your body (or wallet)
I just mean, let's show all sides of riding clipped in, not just perfomance. How about masking lacks of skills and bad habits? Many ride clip-ins for DH to not fall off pedals, but how about - isn't it better to learn the right technique on flats, to eliminate the cause not just minimize the effect?
If anything, its the flat pedal which masks bad habits. The SPD teaches you how to ride so the bike is never imbalanced to the point where you have to dab.
Agree with the Shimano Trail pedals. I feel a lot more comfortable on these then the old pedals with the larger use able platform and ease of getting in and out.
As for the flats vs clipped in debate. It is a matter of preference and comfort. I switch between the two depending on the bike and trail I'm riding. I prefer flats on more technical trails since its easier to bail. Clipped in is far more committed... but in a race its probably an advantage.
I'm clipped in all the way on more XC/AM rides where there is more climbing and the descents aren't as hairy.
Nice plug for Kona! I've heard lots of good things about them for 2011. So long as you don't talk about the magic link...
The one point that I'd like to make is that I honestly feel that most riders think that clipping in is a bigger advantage than it really is. There are obviously 100% proven advantages to clips, zero doubt about that, especially being able to use different muscles, but a rider who has a good spin doesn't loose much on a climb to a rider who is clipped in, depending on conditions.
Really? You honestly asked that question? Well here's one simple answer, we're not all Danny Hart.
Flat pedals are better for technical riding? Judge for yourself... and watch Ryan Leech, Danny MacAskill, Brandon Semenuk...
I will say this though. In general (not everyone):
- clipped in: more of a function over form crowd. they see performance advantages to clipless pedals
- flats: more of a form over function crowd. it's just way cooler to rock flats. and more comfy to boot.
Danny Hart is: All heart and soul on that run. Best part of RC's Top Ten Pics. I'll stick to my Azonic flats, Thanks..
Nice round up of products. The Zoke is Back.? Would like to see more on that. See how their treating those seals and old style oil leaks. Who's building their cartridges these days ?
Love Magura breaks... They have a special feel to them..
Why am I fighting it.! I want a double. 2x10 Start saving....
It looks like the only surface worn is the immediate left/right of the SPD mechanism - which isn't an area much greater than a standard XTR pedal.
If this is the case, I am wondering what the point of the platform is?
Waiting to be corrected.
It looks like the only surface worn is the immediate left/right of the SPD mechanism - which isn't an area much greater than a standard XTR pedal.
If this is the case, I am wondering what the point of the platform is?
Waiting to be corrected.
Flats: fun, yes. Fast, no. FACT.
I think RC says what makes it simple is that Commencal apparently doesn't have custom tuning done on their shocks for this model, according to RC (off-the-shelf stock shock and fork), which is the main difference between this and the Trek full floater models with their DRCV and custom tuning. Maybe the clean "simple" look too, without the external cables routing.
According to the BikeRadar review, Commencal did have some work done on the shock tune, which negates that plus. MBR also noted that they had two shock options for their test, a shock with higher boost valve setting and a lower setting shock.
I hope they supply a mud and rock guard for the rear s hock, to protect it from the close exposure to the rear tire. That's a mess of cables in front of the handlebar in that pic too. I want to see the dropper post and rear brake line routing.
lp1.pinkbike.org/p5pb7335729/p5pb7335729.jpg