First Ride: Yeti's New SB130
Hot on the heels of Yeti releasing their SB150 enduro bike a couple weeks ago, Yeti's new SB130 is now in the mix, filling a gap between the SB100 and SB150. The SB130 has some similar traits to the SB150 - it's long and slack, holds a water bottle, and uses Yeti's Switch Infinity suspension design but is slightly more lean and practical for all around, every-day trail use.
The SB130 has, as you would suspect, 130mm of travel coupled with a 150mm, reduced offset fork on the front end of the bike. The bike is designed to be versatile - able to get up hills as well as down. Compared to the SB5.5, the most similar bike in Yeti's line, the big updates are the geometry and leverage rate. The SB130 is also offered in sizes small to extra-large, where the SB5.5 started at medium.
The SB130 has, as you would suspect, 130mm of travel coupled with a 150mm, reduced offset fork on the front end of the bike. The bike is designed to be versatile - able to get up hills as well as down. Compared to the SB5.5, the most similar bike in Yeti's line, the big updates are the geometry and leverage rate. The SB130 is also offered in sizes small to extra-large, where the SB5.5 started at medium.
Yeti SB130 Details
• Intended use: trail / all-mountain
• Wheel size: 29"
• Rear wheel travel: 130mm
• 65.5° head angle
• 433mm chainstays
• Boost 148 rear spacing
• Sizes: S-XL
• Weight: 28.6 lb / 12.9kg (size M, X01 build kit)
• Lifetime frame warranty
• Price: $5,199 - $10,099. Frame only: $3,500 USD.
• www.yeticycles.com
• Intended use: trail / all-mountain
• Wheel size: 29"
• Rear wheel travel: 130mm
• 65.5° head angle
• 433mm chainstays
• Boost 148 rear spacing
• Sizes: S-XL
• Weight: 28.6 lb / 12.9kg (size M, X01 build kit)
• Lifetime frame warranty
• Price: $5,199 - $10,099. Frame only: $3,500 USD.
• www.yeticycles.com
There are five different build kits available, along with a frame only option at $3,500 USD. If you haven't splurged enough already (the GX Eagle build starts at $5,199 USD) the kits can be upgraded with carbon DT Swiss hoops. The top of the line XX1 Eagle build is $9,199, or $10,099 fully upgraded.
There's no hiding the Yeti style in the SB130. There's the Switch Infinity suspension design, and like the SB150 the downtube is a little longer and straighter just before the bottom bracket to allow room for a water bottle. There are internally molded cable routing tunnels and an access port near the bottom bracket to aid in cable routing and keep mechanics happy. The frame utilizes a 180mm post mount on the swingarm so there's no need for a brake caliper adapter. The seatpost diameter is 31.6mm, which Yeti claim decreases the influence the seat-clamp has on the motion of the dropper. They state that the larger diameter dropper also adds strength to the structure.
The shock is driven by a short link mounted just in front of the seat tube.
Yeti's Switch Infinity system has been around for a few years now. The system uses two small and short Kashima-coated rails - made by Fox Shox in conjunction with Yeti - just above the bottom bracket to manipulate the bike's axle path. As the bike goes through its travel, the carrier moves up on the rails to give the bike a rearward axle path and improved pedaling performance. As the rear wheel continues through its travel, the mechanism moves downwards and reduces the amount of chain tension for better absorption of big hits.
The new and unique two-piece shock extension design provides a few advantages, according to Yeti's Director of Engineering, Peter Zawistowski. It gives the ability to manipulate the leverage rate of the bike within a huge range, independently of other kinematic variables such as anti-squat. This provides the flexibility to position the shock to fit a water bottle in the frame while obtaining the ideal leverage rate.
Zawistowski says that they aimed to design the bike with linear progression (12%) and that a straighter curve aids in shock tuning and also maintains a consistent and predictable ride feel. The bike's leverage ratio is said to have improved small bump sensitivity, mid-stroke support and bottom out control compared to the 5.5, all while still allowing use of full travel. Combining the increase in progression with a lighter compression damping tune is said to give the bike a livelier feel and make it highly efficient in pedaling.
Geometry
The SB130's geometry is very progressive for a trail bike, with a 65.5-degree head angle and 460mm reach on a size medium. The seat tube is steep at 77-degrees to make the bike climb well and paired with a reduced offset (44mm) fork. Chainstays are 433mm.
Developing the SB130 and SB150
Zawistowski says the development of the SB130 and SB150 happened at the same time. Yeti wanted to make a Richie Rude approved, EWS-specific 29er - the SB150 - along with a bike that would be an improvement on the SB 5.5, which is where the SB130 comes in. Designing the bikes in conjunction offered several advantages for them. First, outside of the upper link, both bikes use identical hardware. This was done to make it easy to source replacement parts if necessary. Yeti also wanted to the bikes to have a very similar fit in terms of stack, reach, seat tube angle, along with a similar suspension feel to make transitioning between the models natural.
According to Zawistowski, the variables that change between the SB130 and SB150, besides the obvious rear-wheel and fork travel, are head tube angle, leverage rate progressivity (12% for the SB130 and 15% for the SB150) and testing protocol. The SB130 is tested to Yeti's trail standards, while the SB150 is tested to their DH standards. The greatest change to the layup between the two standards can be seen near the head tube, top tube, and down tube. The SB150 also has a 2mm greater wall thickness at the head tube for added strength.
As with the SB150, I spent a number of days riding in the Whistler Valley on the new SB130. Additionally, I brought the bike home to North Carolina to begin getting the miles in for a long-term review. Opposite ends of the continent and quite different trails, but equally challenging terrain.
I was on the medium size frame with the X01 Eagle Race build. The 460mm reach is long, but the steep seat-tube put me over the bike in an optimal place to get power to the pedals and not feel too cramped or overly stretched out. Like the SB150, the SB130 feels well balanced. Uphill and downhill, the bike was comfortable.
I climbed steep fire roads, technical singletrack, and punched up and down undulating terrain, and never once felt the need to engage the pedaling platform on the shock - it simply wasn't necessary. Having the water bottle caged to the appropriate side of the downtube on the SB130 is a significant upgrade over the 5.5 - it's actually usable while riding.
Descending the SB130 is a joy, and no matter the terrain, the bike has a planted and confident feel. It makes the most out of its 130mm of travel, and with the 150mm fork up front it's easily been able to handle any situation I've piloted it into so far. The bike is long and stable, giving the feeling of being locked into a track, especially while riding rough, high speed, unpredictable and exciting terrain. I found myself time and time again needing to check up because I was riding far more committed and recklessly than my standard "80% test speed" - especially on my home trails. This bike wants to run, and it's pretty fun to let it have its way.
I was on the medium size frame with the X01 Eagle Race build. The 460mm reach is long, but the steep seat-tube put me over the bike in an optimal place to get power to the pedals and not feel too cramped or overly stretched out. Like the SB150, the SB130 feels well balanced. Uphill and downhill, the bike was comfortable.
I climbed steep fire roads, technical singletrack, and punched up and down undulating terrain, and never once felt the need to engage the pedaling platform on the shock - it simply wasn't necessary. Having the water bottle caged to the appropriate side of the downtube on the SB130 is a significant upgrade over the 5.5 - it's actually usable while riding.
Descending the SB130 is a joy, and no matter the terrain, the bike has a planted and confident feel. It makes the most out of its 130mm of travel, and with the 150mm fork up front it's easily been able to handle any situation I've piloted it into so far. The bike is long and stable, giving the feeling of being locked into a track, especially while riding rough, high speed, unpredictable and exciting terrain. I found myself time and time again needing to check up because I was riding far more committed and recklessly than my standard "80% test speed" - especially on my home trails. This bike wants to run, and it's pretty fun to let it have its way.
My opinion thus far is that Yeti have done a very good job with the SB130. It climbs well, descends like a bat out of hell, and manages to strike a nice balance between the two. I'm going to continue putting it through its paces over the coming months to see just how versatile it truly is, and to see how it stacks up against other contenders in this travel bracket. Look for a full review later this year.
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And that doesn't even say anything about the Unno frame that's hand made in a first world country.
Thing is.. I could afford it. Especially if I manage to hide a price tag from my wife.
But if you can, that doesn't mean that you should.
On the other hand, if you're sure that this bike would give you a wider smile at the trail end, go head. Buy it. Than it's not that expensive at all.
Waldon that's a great idea, actually. Yeah i'm looking at the minimum cost of admission at $5200 which unfortunately isn't out of line with other brands for carbon super rigs and a GX build. It's still alot though. I don't even look at the builds higher than that.
Bike looks nice but the SB150 seems like a way better purchase.
But I'm not going to buy a new bike just because it's 'Lower Longer Slacker' and has a different location for a water bottle.
Upgrading isn't warranted for me until there is a real drastic change - but that's completely personal.
picture of bike
price paid to post ad/review
pictures of components
water bottle discussion
squish video
marketing blurb
Note the only words in the review are the water bottle discussion, and then the direct from the company marketing blurb.
A: Over-haul service tear down and ease of re-assembly
B: Attempting to get parts through their local IBD or web site
C: Attempting to contact the company for help or warranty issue
D: Re-cabling a bike
E: Stating what creaked first and how easy it was to fix.
great idea for the long term review, which is now in the works. Run with it PB!!
It's almost like Fox could stop making shocks with levers, and no one would ever notice. Kind of makes you wonder why the bike companies spec them on their builds to begin with, right? They surely wouldn't want us to actually use it.
I just have one question why UNNO on enve is cheaper than mass produced in china boutiques??
All I will say is that, since the switch to Vietnam, build quality seems to be improving as failure rates have dropped dramatically.
There's no such thing as a "no questions asked" warranty policy, especially not when it comes to frames. It might be that the people you know got lucky, or maybe their claims were found to be genuine. Who knows. I certainly wouldn't bank on any manufacturer warrantying your frame if you wrap it round a tree though
Perhaps some kind of insurance policy might be in order if you're considering purchasing such a high-end bike? I know that my home insurance policy covers against theft and accidental damage (ie. smashing it to pieces in a crash) up to a certain value. Might be worth looking at..?
I guess it's a combination of refinements on the design front and using a vendor who employs those best practices more consistently that lead us to the situation as it is, where things are vastly improved.
Just shedding a little light on the discussion, based on my experience.
going down;-)
They haven’t had a DH bike in like 7 years, DH bikes from back then are now called XC bikes
If there are enough comments about it maybe they will change to threaded on the next one. After all, it worked for the water bottle mount.
SB 130 GX Build: $5199
Trek Fuel Ex 9.8 GX Build: $5199
SC Hightower or 5010 GX Build: $4899
Evil Following GX Build: $5699
SB 130 frame w/ DPX2: $3500
Trek Fuel Ex frameset: $2999
SC 5010 carbon w/DPX2: $2999
Evil Following / Calling frame w/DPX2: $3099
So let me get this straight -- On a ~$5k bike, that it's maybe 10% more suddenly puts it into the "you must be made of cash" territory? Can you make builds for $8k-$10k? Yea. And you can for any of those others as well. Small volume bikes available from dealers cost more. Duh. Odds are you can negotiate that down from your LBS and you can't online. Duh.
what "normal" brands, addict?
Progress!
Duh - there are expensive brands and less expensive brands. Some buyers will focus more on the cost and others less. What I find stupid is that Yeti seems to get singled out for this here on PB. Why is it that Yeti, far more than anyone else here on PB, gets the "oh it's so expensive" flak in the comments? Reviews themselves note the price and that it's up there with the other, similar brands. But, the comments hit the cost like such a tired, old trope it's ridiculous.
Level it across the board for bikes that cost $X if you like. Heck, the fact that our pedal-powered bikes often cost more than motorcycles built for similar terrain is a bit crazy. Honda CRF250L could let you ride to the trail, go up and over said trail, and ride home (dual-purpose bike) for the same money. Yet, it's a full-on motorcycle with things like antilock brakes and about a million more parts than are on one of our bikes. How can those to two-wheeled devices cost the same? But, let the complaining be across the board.
Why do so many people equate complaints of pricing to not being able to afford it? I have no shortage to pay cash for a new bike, but when I look at the current state of the industry I don't see much value in it.
We've been using the same basic components, suspension designs, materials, and manufacturing processes for the last 10 - 15 years at least. The only major change IMO has been to marketing/advertising, and THAT is (I believe) the main factor in the massive increases to cost of ownership.
Frankly, you aren't who we are talking about. But go ahead and interject something totally irrelevant to this particular subthread if it suits you.
Another comparison.....
Trance Adv Pro 29 1 $5000 (with carbon wheels)
Trance Adv Pro Frame $2800 (with DVO shock)
It's either that people are jealous of dentists or jealous of Yeti owners. Not sure what other option there is?
If people want to complain about Yeti (in particular) pricing - they should just complain that there aren't lower builds. That would at least make sense.
For the millionth time: Yetis get a "dentist bike" rap while similarly priced brands/bikes do not.
Sweet looking bike, hopefully the sb5 gets a similar update.
The other bike I was seriously considering (Norco Sight C9) was only slightly more spritely and much less capable on gnarly terrain.
Agreed, the Sent is no slouch in the climbing department, especially if we're talking the carbonium version, plus it's a burlier bike than this one in terms of the bias towards descending. Awesome climbing position, and the DPX-2 platform is good enough on it. No sh*t the sb130 should win a climbing contest tho.
Don't bitch if you can't afford it. There are plenty who can. Yetis are so common in SoCal that I wouldn't really want one just because it's not unique enough. Same could be said for Porsches though
geometrygeeks.bike/bike/yeti-sb130-2019
This was leaked to us weeks ago... glad to finally release it to the world! I want one
I'd buy another Yeti in a heart beat based just on that experience, and not only the that but for a 140/160 29er that thing climbed like an XC bike and was a monster downhill. I regret selling it, but I'm OCD with bikes that way and have ket my eye out for a used one because it was the most well rounded bike I've ever owned.
Meanwhile, those of us who can actually ride have to mess around with spacers and send the shock out for a custom tune before it’s rideable. THAT is why the price tag is so aggravating. Give those of us who can actually ride real progression for our money!
@wakidesigns: spacers only helps for the spring rate. Progression also improves the damping properties which is way often neglected.
Interesting part: "For perfect rear-end performance, the perfect interaction of kinematics and dampers is essential. At the same time, the perfect match is always a compromise, after all, the suspension has to work great for a very broad group of users with very different weights. The rear of the Raaw Madonna has a gear ratio that drops very steadily from 2.9 to 2.3 (equivalent to 20% progression, 2.67 on average). This is a relatively high gear ratio, which I have deliberately chosen so that the rear triangle responds very well and can be optimally tuned for light riders.
The Fox DPX2 requires a high air pressure in the Raaw Madonna through the EVOL air chamber, creating challenges for the MTB-News testers. The damper can be pumped up to 350 psi, that's no problem, but then Jens also wanted more damping. Unfortunately, this can not be adjusted externally satisfactorily. One solution for this is the handle to the Float X2 in our configurator. This has a much larger air chamber, so it needs less pressure and would have been the better choice in this case.
In order to further solve the issue in a more customer-friendly way, I plan in the future to adapt the bellcrank, as did the chainstays, to the frame sizes in order to reduce the gear ratio", says the bike's designer Ruben Torenbeek.
So for someone of RR stature 15% might just be a perfect progression rate.
My SB 66 is way more linear with basically no change in LR and it goes like hell through rough stuff.
Also, if you ride a bike with less SAG than most (25-30 %) and a little more compression, I doubt the average Joe has any advantage... they feel more at home on an Capra with 45 % SAG isolating themselves from the ground...
And I think it doesn't seem like Richie Rude has an "unrideable" bike and Graves had no problem piloting that thing to some EWS and DH podiums as well...
I personally love their design decision since I hated the super progressive bikes I rode (Pivot Firebird and Capra)...
See, wibble wobbles gets it!
jay-z -> side comment. i'm interested in the Alchemy Arktos and see the rear susp design is almost identical to the old sb 66 & 95. thoughts on the design? pivot/bearing issues? same guy designed both.
I've got it since 6 years and I changed all bearings once and the non drive side Switch main pivot (the smaller one) twice, which wasn't entirely necessary... the creaking came from the RF Cinch BB (surprise surprise) but I put the bearing in anyway.
Actually I changed both Switch link bearings another time but the shop sold me non Enduro Max bearings under that designation and they just held up for 1 month or so....
I'm not using a hose or pressure washer and disassemble the bike once a year. All hardware is in good shape and all tolerances for bearings and axles are nice and tight and it's a joy to wrench on the bike.
I don't have any problems with bottoming out. I'm running 28 % SAG on the DB Air IL, one volume spacer and 1.25 turns of HSC (from 4.5). And this is still a safe setting without excessive compression as everybody thinks (LSC is normal as well with 7 clicks as you don't need a lot because of its efficiency)...
I only use full travel when going into huge compressions or landing to flat or something seriously goes wrong. One advantage is the relatively low leverage ratio, which leads to a very useful range for suspension settings even for heavier riders as opposed to an Evil Insurgent with 57 mm shock travel for example.
The Switch link really works as you have loads of anti squat in the beginning therefore this things sprints better than most bikes, so easier singletrack is still fun and accelerating out of corners gets you up to speed quickly.
In rough stuff the suspension is decoupled from the chain and it is really efficient with good feedback while still being nimble, so hopping over stuff or switching lines is easy. The suspension behaves very predictable through all of the travel without weird stuff. It really feels like this thing has a split personality.
The one drawback is that it doesn't feel comfortable in slow awkward tech stuff but that's fine by me... the faster you go the more this thing shines. That's probably because of the lower than usual SAG numbers (25-30 % is ideal) and the high amount of anti squat for the first third of the travel. Later in the travel the anti squat drastically drops when the switch link changes direction.
I have yet to find the limit of this bike and I've ridden some serious terrain in the alps, and while I'm no enduro racer looking at strava I'm one of the faster amateurs I'd say.
My hometrails are full of jumps and berms and the predictable suspension and nimbleness make it great for these trails too.
There surely are more ground hugging bikes, but for an active riding style this thing is ideal. The awesome pedaling characteristics also broaden the range of trails and riding styles this thing can handle without sucking all of the energy out of you.
One thing to keep in mind with different chainstay lengths as is designed in RAAW Madonna linkage characteristics also vary across the bike/frame sizes. It would be interesting to see by how much and in what direction for each frame size.
Thanks for the insight. I'm hoping to throw a leg over the Arktos and this bike at Outerbike next month. Too much awesomeness out there.
I remember when Jared took 3rd in south africa on his sb66 (2013). Awesome
#strengthforjared
No increase in production cost compared to this. More importantly bitching crowd, myself included first and foremost, is kept shut.
Would kinematics be so severely compromised between the SB130 and SB150, if they shared the same rear triangle?
In any case, why not ride it first then decide if you want to change the chainstay lengths? Taking one number in isolation and saying that's how you like bikes to be just doesn't work.
From experience. Both of my bikes are sporting CS in the 433mm region (FS 435mm, HT 432mm). Being 191cm tall I can even feel the front of my HT (73° STA (=ESTA), 100mm fork) lifting up when it gets really steep. Can a steeper SA compensate for this alone, while retaining the good pedaling position? I doubt. Especially, since ESTA changes from 77° to a slacker number with suspension sagged and saddle in high position, ending up being closer to, I would guesstimate, 73-74° than 77°. Longer and lower front end helps balancing around the rear axle though.
But, even if I'm wrong in my assessment of the CS length needing to be longer in size XL the bike costing $3,500 USD for frame-only should cater to my taste. There should be an option at least. Citing a production cost of two different size CS rear triangles would seem ridiculous at this price level, especially since you could have it nixed with two bikes sharing the same hardware. THAT German direct sales brand offers different CS lengths, respectful of frame size, at 2,299.00€ frame-only.
Also the Knolly Fugitive LT, but that one is way more affordable as a frame up as there's no build under $5k but frame only is a hair over $2k.
So it's like every other bike out right mow, got it.
Id rather get a GG or fly to Europe and get a Pole (and still save money)....
I have to be honest, something about this bike is just offensive to my eyes.
Yes! That’s what I want to see... A 650b version of this frame.
Digging the slightly longer reach tho.
As it is, the switch unit is very well sealed. Keep it cleaned and greased and it's not really any different to your shock in terms of wear.
No thanks.
Here they are quoting air angles - angles that just do not exist.
If you size down on a smaller frame, you’ll have more ST extension above Stack, so you’ll end up with a slacker STA, if you size up on a larger one, it will end up a little steeper as your seat height will be closer to Stack.
No doubt rideitall.
But you gotta be careful not to hate on someone just because they're successful enough to casually walk into an lbs and walk out with an $8k or $10k bike. Yeah it seems kinda ridiculous because the performance the bike is capable of is lost on the casual rider.... or is it? if you've got the money to buy something nice, that's your prerogative, whether it's a mercedes that gets driven by a grandma or a race worthy mtb that goes out for an hour ride every other Sunday.
Would be cool to see a head-to-head performance-wise of this bike vs a Jeffsy 29 and a GG Smash. Both "affordable" and high performance options for much less.
My favorite thing is jumping this bike off medium size ledges mid trail and the feeling it has when it comes back to earth is so unreal. So planted and stable.
My 4.5 is much more poppy. 29"
false. as i see it the ripmo (i've got 3 demos on one) is an agile long travel trail bike, meant to be a quiver killer that climbs and descends very well like this bike, whereas the sb150 is an all mountain bruiser to demolish any old lady in your way, doesn't mean the 150 is a slouch on the climbs tho.
yeah the ripmo and HTLT are close competitors to each other, as are this and the HT like you say, but the 150 is in a different category in terms of the dh-bias.
GG?