Review: 2023 Yeti SB160 - The Revised Racer
Despite a close resemblance to the SB150 that has been in Yeti's lineup since 2018, the all new SB160 has critical refinements once you take a deepr dive into the bike we first spotted at the seventh round of Enduro World Series.
As the name suggests, the SB160 sees a jump in rear wheel travel by 10mm using the patented Switch Infinity link that defines the toothpaste-colored bike's suspension platform, while the fork remains at a 170mm length and the head angle relaxes a smidge to 64 degrees. The sizing has now been spread across five frame sizes with chainstays and seat tube angles tailored for each rider height bracket.
As the name suggests, the SB160 sees a jump in rear wheel travel by 10mm using the patented Switch Infinity link that defines the toothpaste-colored bike's suspension platform, while the fork remains at a 170mm length and the head angle relaxes a smidge to 64 degrees. The sizing has now been spread across five frame sizes with chainstays and seat tube angles tailored for each rider height bracket.
Yeti SB160 Details
• Wheel size: 29"
• Turq and standard carbon frames
• Switch Infinity suspension
• Travel: 160mm, 170mm fork
• Head tube angle: 64º
• Effective seat tube angle: 77.5°
• Reach: 435, 465, 485, 510, 525mm
• Chainstays: 435, 437, 439, 441, 443
• Weight: 16.1 kg / 35.5 lb (as tested)
• Price: $10,500 USD (T3 model)
• yeticycles.com
• Wheel size: 29"
• Turq and standard carbon frames
• Switch Infinity suspension
• Travel: 160mm, 170mm fork
• Head tube angle: 64º
• Effective seat tube angle: 77.5°
• Reach: 435, 465, 485, 510, 525mm
• Chainstays: 435, 437, 439, 441, 443
• Weight: 16.1 kg / 35.5 lb (as tested)
• Price: $10,500 USD (T3 model)
• yeticycles.com
 | The SB160 isn't the slackest, burliest bike on paper, but that doesn't mean it can't go fast. Between the suspension kinematics and frame shapes, there are plenty of reasons why this new Yeti would make a solid choice for enduro-style riding and racing. |
Sleek housing clamps bolt into the frame at the pivot on the revised Switch Infinity link.
Frame Details
Between lunch rides, the design team in Golden, Colorado, have been busy simplifying the packaging on the SB160, although the looks still make it unmistakably a Yeti. In fact, most of the changes to the bike are hiding in plain sight, like the simplified suspension linkage, second generation Switch Infinity link, universal derailleur hanger, and cable management.
Underneath the paint, there’s concrete reasoning why the shape of the frame hasn’t changed drastically. Yeti sculpted the round top tube differently than the smooth square shape of the downtube to retain certain stiffness characteristics throughout the bike. That downtube now tucks the bottom bracket junction further out of harm's way for clearance over more objects, while still providing room for a full-size water bottle inside the front triangle. As for the weight, a medium size Turq frame comes in at a claimed 3806 grams with a Fox Float X2 attached.
Should you really get off line, there is a replaceable dual-density protector that unbolts without peeling off any paint and allows access to guide the dropper post housing into place, as opposed to revealing a tool storage zone. All of the cable ports clamp down on the housings to keep them securely in place too, including the ones that follow along with the Switch Infinity pivot’s motion.
Those aren’t the only rubberized bits that Yeti stuck on the SB160 either. The ramped fins on the topside of the chainstay run all the way to the chainguide and you'll find additional pieces on the underside of both stays as well.
![photo]()
![photo]()
Longevity was an area that Yeti looked to improve upon with the SB160, and that started with improved seals, hardware and bearings throughout the Switch Infinity link, but only on the fancier Turq series frames. The service interval for those two mini Kashima-coated stanchions is every forty hours of riding and is as straightforward as plugging in a grease gun to the ports on the link. Owners of previous generation Yetis will be pleased to know that the second generation Switch Infinity link is backwards compatible and available shortly after the launch as an aftermarket upgrade through their dealer.
To combat the complications of servicing larger hardware, Yeti has moved the bearing location from the seats in the carbon triangles to the aluminum linkages. Not only do the floating collet pivot axles provide a perfect alignment on the Enduro Max bearings, but that makes the replacement process a smaller chore, physically, too. Like all Yeti frames that are 2019 or newer, the warranty policy covers the original owner against manufacturing defects for the lifetime of the bike, including the Switch Infinity link.
Behind that link, the bottom of the split seat tube protects the link, but that doesn’t leave a lot of room for debris to pass through the chainstay yoke. This wasn’t an initial concern of mine when the dry, summer conditions extended into autumn, but a rock did manage to jam its way in there on a descent. The cacophony and carnage that ensued was enough for me to quickly slam on the brakes and pull over. Luckily, only the ride flow was broken and some paint was lost. The clearance is tight in this area. A fender covering this gap might have been practical here.
To cap off the finish, quite literally, our test bike came with clear vinyl cut outs that cover some of the high friction sections of the frame which will be available as another aftermarket purchase. Personally, I’d prefer all or nothing for coverage. A half-way wrap attempt usually leads to a mis-match in paint brightness down the road.
![photo]()
Between lunch rides, the design team in Golden, Colorado, have been busy simplifying the packaging on the SB160, although the looks still make it unmistakably a Yeti. In fact, most of the changes to the bike are hiding in plain sight, like the simplified suspension linkage, second generation Switch Infinity link, universal derailleur hanger, and cable management.
Underneath the paint, there’s concrete reasoning why the shape of the frame hasn’t changed drastically. Yeti sculpted the round top tube differently than the smooth square shape of the downtube to retain certain stiffness characteristics throughout the bike. That downtube now tucks the bottom bracket junction further out of harm's way for clearance over more objects, while still providing room for a full-size water bottle inside the front triangle. As for the weight, a medium size Turq frame comes in at a claimed 3806 grams with a Fox Float X2 attached.
Should you really get off line, there is a replaceable dual-density protector that unbolts without peeling off any paint and allows access to guide the dropper post housing into place, as opposed to revealing a tool storage zone. All of the cable ports clamp down on the housings to keep them securely in place too, including the ones that follow along with the Switch Infinity pivot’s motion.
Those aren’t the only rubberized bits that Yeti stuck on the SB160 either. The ramped fins on the topside of the chainstay run all the way to the chainguide and you'll find additional pieces on the underside of both stays as well.
The upper bearing now press into the aluminum links instead of the carbon triangles.
No, that's not a storage area. The downtube is guarded by a dual-density protector that bolts into the frame.
Longevity was an area that Yeti looked to improve upon with the SB160, and that started with improved seals, hardware and bearings throughout the Switch Infinity link, but only on the fancier Turq series frames. The service interval for those two mini Kashima-coated stanchions is every forty hours of riding and is as straightforward as plugging in a grease gun to the ports on the link. Owners of previous generation Yetis will be pleased to know that the second generation Switch Infinity link is backwards compatible and available shortly after the launch as an aftermarket upgrade through their dealer.
To combat the complications of servicing larger hardware, Yeti has moved the bearing location from the seats in the carbon triangles to the aluminum linkages. Not only do the floating collet pivot axles provide a perfect alignment on the Enduro Max bearings, but that makes the replacement process a smaller chore, physically, too. Like all Yeti frames that are 2019 or newer, the warranty policy covers the original owner against manufacturing defects for the lifetime of the bike, including the Switch Infinity link.
Behind that link, the bottom of the split seat tube protects the link, but that doesn’t leave a lot of room for debris to pass through the chainstay yoke. This wasn’t an initial concern of mine when the dry, summer conditions extended into autumn, but a rock did manage to jam its way in there on a descent. The cacophony and carnage that ensued was enough for me to quickly slam on the brakes and pull over. Luckily, only the ride flow was broken and some paint was lost. The clearance is tight in this area. A fender covering this gap might have been practical here.
To cap off the finish, quite literally, our test bike came with clear vinyl cut outs that cover some of the high friction sections of the frame which will be available as another aftermarket purchase. Personally, I’d prefer all or nothing for coverage. A half-way wrap attempt usually leads to a mis-match in paint brightness down the road.
Geometry & Sizing
I know what you’re thinking, “The SB160 gets the longer, lower, slacker treatment, right?” Well, that’s only partially true. Yes, the size-specific chainstays have grown slightly and the head angle lies at 64-degrees, but the BB height has risen due to the increased amount of sag.
The big news here is that Yeti has added a fifth size to the large end of the scale. Now, the smallest size starts out with a 435mm reach, jumping to a 465 on the medium, 485 on the large that we tested, built for riders between 178 and 191cm, which includes myself at the short end of that height range. Moving to 510mm, the XL and gargantuan 525mm XXL frames are built to fit riders who are 185 to 201cm in height, and then between 195 and 210cm tall.
Those frames may feel even longer due to the low stack heights in comparison to other brands, such as Santa Cruz that sway in the other direction when it comes to head tube lengths.
Like all of Yeti’s other current bikes, there are no geometry adjustments, mixed wheel configurations, and the integrated headset in the SB160 doesn’t allow for alternating many options to alter the angles.
However, Yeti has given the SB160 chainstay lengths and seat tube angles that vary depending on the frame size. Rear center measurements start at 435mm on the smallest frame and grow by 2mm as you jump up the size chart. As for the seat angle, that physically gets steeper per size to yield an effective 77.5 degrees across the board.
Another point worth mentioning is that the seat tube height has been lowered by 10mm on the size medium and large, while the small and XL frames are 15mm shorter, which will allow more descending clearance. Magically, this doesn’t compromise the amount of drop from the seat post itself. A 150mm dropper post will fit the small, whereas the medium and large will accommodate a 175, and the two largest sizes can use a 200mm option.
The SB160 uses Yeti's Switch Infinity link, unlike their eMTB, the E160, which features a 6-bar suspension design.
Suspension Design
I’m sure Yeti fans were anticipating the next turquoise-colored enduro bike to incorporate a 6-bar suspension layout, like the E160, but that was a specific use case to tune the parameters of their eMTB’s kinematics. Instead, the pivot on the one-piece rear triangle slides up the Switch Infinity link for the first half of the travel before reversing the direction and sliding back down as the suspension moves through the full 160mm.
Based around a 230x65mm Fox Float X2, Yeti’s suspension calculator tool recommends 19.5mm of sag. The SB160 leverage rate changes by 17% as it goes through its travel, with a little extra ramp up towards the end of the travel. With that said, Yeti did confirm that the SB160 is coil-shock compatible too.
| Specifications | ||
| Release Date | 2022 | |
| Price | $10500 | |
| Travel | 160 | |
| Rear Shock | Fox Float Factory X2 | |
| Fork | Fox Float Factory 38 Grip 2 | |
| Headset | Cane Creek 40 Series | |
| Cassette | SRAM XX1 Eagle 10-52T | |
| Crankarms | SRAM X1 Eagle | |
| Chainguide | OneUp Bash Guide | |
| Bottom Bracket | SRAM DUB BSA | |
| Rear Derailleur | SRAM XX1 Eagle AXS | |
| Chain | SRAM GX Eagle | |
| Shifter Pods | SRAM AXS | |
| Handlebar | Yeti carbon 20x800mm | |
| Stem | Burgtec Enduro MK3 35x50mm | |
| Grips | ODI Elite Pro | |
| Brakes | SRAM Code RSC 220/220 rotors | |
| Wheelset | DT Swiss Custom EX1700 | |
| Tires | Maxxis EXO+ Assegai/ DHR II, MaxxTerra | |
| Seat | WTB Silverado Custom | |
| Seatpost | Fox Transfer 31.6x175mm | |
To stay up to date with new standards, one that consumers can appreciate, Yeti included SRAM's UDH.
Specifications
It’s been more than a half-dozen years since Yeti made an alloy frame, meaning that the SB160 is only available in carbon and isn’t inexpensive. There are five build options ranging between $6,700 and $12,000, but suspension and wheel upgrades can raise those numbers further.
The lower C1 and C2 price points use standard frame construction whereas the three more expensive builds use the lighter “Turq Series” carbon layup, which will save you about 150 grams (size medium) on the frame.
C-level SB160 builds use Fox Performance 38 forks and Float X shocks, alloy Burgtec bars, DT Swiss E1900, and a Maxxis EXO+ Assegai/DHR II MaxxTerra tire combo. The OneUp dropper post and chain guide are color-matched to the WTB Silverado saddle with turquoise accents.
Shimano covers the C1 build with nearly a full SLX build, except for the XT shifter for $6,700, but if you’re a SRAM fan, the $7,000 C2 kit features a GX Eagle drivetrain and Code R brakes. You can upgrade the suspension on either C-level build to the Fox Factory level series for $800 more.
All of the Turq builds use those Kashima-coated Fox suspension components, including the introduction of the Float X2 shock, SRAM Code RSC brakes, DT Swiss EX1700 wheels, custom built with J-bend 350 hubs, and a Yeti carbon handlebar. The $9,100 T1 build runs on a SRAM GX Eagle drivetrain, which is basically the only component that varies as you move up the price list. At $10,500 you see the introduction of SRAM’s electronic XX1 Eagle AXS shifting on the T3 (tested) kit, with minor details changing on the top-tier T4 build. DT Swiss EXC 1501 30mm-wide carbon rims can be added on for an extra $1,000.
If none of those component choices pique your interest, then you can purchase a standalone Turq frame that comes with a Fox Factory Float X2 shock for $5,000. Three color choices with subdued graphics exist in the frame-only option like the classic Yeti turquoise, a deep Cobalt blue, and a minty Radium green.
Test Bike Setup
![photo]()
Five frame sizes give you the option to move up or down on the fit scale. I managed to stretch onto a large, and kept in mind the wheelbase at 1270mm, which correlates with other brands’ equal size large frames. Slamming the seat forward in the rails and installing a narrower, high-rise bar with a 35mmm length stem helped compensate for the long standing position.
If I was specifically racing enduros, I might opt for the medium size frame to whip around corners quicker and pull my weight further back for steeper riding zones. That way, I’d have more range with my limbs to absorb impacts and not have to weight the front wheel as considerably through flat turns.
Referencing Yeti’s handy suspension calculator, I arrived at exactly 19.5mm of sag in the Fox air shock and didn’t stray too far from their suggested compression and rebound adjustments. Some minor tweaks were made when the weather drastically flipped from desert storm to ice fog, but their online tool should guide you to a happy place quickly
If I was specifically racing enduros, I might opt for the medium size frame to whip around corners quicker and pull my weight further back for steeper riding zones. That way, I’d have more range with my limbs to absorb impacts and not have to weight the front wheel as considerably through flat turns.
Referencing Yeti’s handy suspension calculator, I arrived at exactly 19.5mm of sag in the Fox air shock and didn’t stray too far from their suggested compression and rebound adjustments. Some minor tweaks were made when the weather drastically flipped from desert storm to ice fog, but their online tool should guide you to a happy place quickly
Climbing
Even with the heavier tires that I installed for the majority of the test, there’s no debating that the SB160 is a fantastic pedaller. For a long-travel enduro bike, the suspension stays put when you’re pointed uphill. The main reason that I got along so well with this Yeti is how the suspension goes through the motions, which sounds like a descending talking point, but the calm ride makes for a predictable climber too. Because the suspension was easy to read and doesn’t articulate rapidly through the first third of the travel, that allowed for predictable pedal placement through technical climbs without striking the cranks.
Another reason that adds to the nature of the climbing position is the 77.5-degree seat tube angle and low stack. Other enduro bikes with similar seat tube angles can have their top tube lengths chopped off by slack head angles and tall stack heights. That can lead to the cockpit feeling much shorter than the span of the wheel underneath you and bring a twitchy sense to the steering. The SB160 isn’t one of those bikes.
That short headtube also plays a part in the climbing ability by pushing your weight forwards on the bike. Basically, there is less weight over the back half of the bike to bob up and down with each pedal stroke. Your position remains centered and calm, which adds to the stillness of the rear suspension. And that’s with the climb switch open, which is within arms reach - there’s no need to drop the saddle height to toggle between open and closed on the Float X2.
Further adding to the climbing capabilities, the SB160 is spec’d with a tiny 30-tooth chainring and the wider range Eagle 10-52-tooth cassette, which makes winching up arduous climbs less sweaty. We’re not all Richie Rude, but for matching down enduro stages, I imagine some racers would want a higher top-end gear and likely swap to a 32-tooth ring.
All in all, this machine doesn’t mind uphill journeys and has no problem tackling flatter terrain or long days in the saddle. The combination of the supportive suspension platform and forward-weighted position reminded me of a long-legged trail bike at times.
![photo]()
Even with the heavier tires that I installed for the majority of the test, there’s no debating that the SB160 is a fantastic pedaller. For a long-travel enduro bike, the suspension stays put when you’re pointed uphill. The main reason that I got along so well with this Yeti is how the suspension goes through the motions, which sounds like a descending talking point, but the calm ride makes for a predictable climber too. Because the suspension was easy to read and doesn’t articulate rapidly through the first third of the travel, that allowed for predictable pedal placement through technical climbs without striking the cranks.
Another reason that adds to the nature of the climbing position is the 77.5-degree seat tube angle and low stack. Other enduro bikes with similar seat tube angles can have their top tube lengths chopped off by slack head angles and tall stack heights. That can lead to the cockpit feeling much shorter than the span of the wheel underneath you and bring a twitchy sense to the steering. The SB160 isn’t one of those bikes.
That short headtube also plays a part in the climbing ability by pushing your weight forwards on the bike. Basically, there is less weight over the back half of the bike to bob up and down with each pedal stroke. Your position remains centered and calm, which adds to the stillness of the rear suspension. And that’s with the climb switch open, which is within arms reach - there’s no need to drop the saddle height to toggle between open and closed on the Float X2.
Further adding to the climbing capabilities, the SB160 is spec’d with a tiny 30-tooth chainring and the wider range Eagle 10-52-tooth cassette, which makes winching up arduous climbs less sweaty. We’re not all Richie Rude, but for matching down enduro stages, I imagine some racers would want a higher top-end gear and likely swap to a 32-tooth ring.
All in all, this machine doesn’t mind uphill journeys and has no problem tackling flatter terrain or long days in the saddle. The combination of the supportive suspension platform and forward-weighted position reminded me of a long-legged trail bike at times.
Descending
If the SB160 is such an impressive climber, then surely Yeti had to sacrifice some aspects of the descending, right? Just look back at some of the achievements that the turquoise bikes have claimed in the last decade. Yeti, and their athletes, have multiple championships under their belts and medals hanging on the walls. In other words, they know what they’re doing.
The SB160 doesn’t feature any radical geometry numbers, which is one of the reasons why it performs so well in all scenarios - that’s key for enduro racing where you’ll cover all types of corners, grades and terrain. You do have to tune in and turn it on to get the most out of the SB160, though. It can be a rewarding ride as you truck through dusty braking bumps and whoops, but the suspension setup is particular. A few PSIs too many and the ride can seem unwilling to absorb stutter bumps on flatter and slower speed trails.
That feeling of being "on", opposed to "in" the bike is what makes the SB160 so agile on flatter trails. Even with a higher rise bar, there's a hint of venerability when you dive into the steeps though. The 64-degree head tube angle and low stack height aren't wrong, it just requires a little more poise and control from the pilot. When you embrace a lower body position to push the front wheel through objects, you can really punish corners and simply let the suspension eat up any square edge hits.
At the heart of the Switch Infinity, the linear progression curve allows you to interpret how the rear wheel will compress compared to very progressive bikes that can otherwise unexpectedly kick back at you on steep or rough terrain. When you’re pulling on the stoppers, the balance stays very composed, avoiding any cause for concern with weight shifts that make the fork compress. I'd say that's one reason why Yeti didn't feel the need to go slacker at the head tube. There’s plenty of bottom out control gained from the Float X2, and with more time, I’d toy with a coil shock to ease the compliance off the top of the travel. I wouldn’t say the rear suspension is too firm - supportive is the best word. Basically, the faster you go, the better the SB160 performs.
It’s not a total brute that only rewards EWS racers. There is a window to work with on the shock settings that can ease the compliance and the frame itself doesn’t want to fight back. Even through chunky sections of trail, no loud or reverberating sounds were noticed. I’d put that down to the rubber protection throughout the rear triangle and safely say that Yeti did their homework to reduce any unwanted frame feedback.
I don't have enough time on the SB160 to comment on long-term durability, but over the course of this review, I followed the Switch Infinity service intervals and never experienced any complications; no noises, creaks, or loose hardware.
Yeti has their own label on the 20mm rise carbon handlebar.
The rolling goods are staples in the wheel department; DT Swiss alloy wheels and Maxxis tires.
Technical Report
DT Swiss EX1700 Wheels: These alloy wheels are a popular option on complete bikes, although there’s a twist, or more of a bend, with the ones that Yeti specs. Typically, they’re built with straight pull spokes, where these ones use J-bend spokes, which could make finding a replacement an easier task. Those spokes combined with the bomber 511 rim create a quality set of alloy wheels that doesn’t weigh a ton.
Yeti carbon handlebar: Handlebar dimensions are a personal preference. The stock carbon stick on the SB160 came in at 800mm wide with 5x9º bends. I gave them a shot on the first couple rides and had no quibbles with the ride feel, but the low 20mm rise meant rearranging more spacers under the stem. Soon after, I swapped them out for an 8º backsweep and 35mm rise.
OneUp Bash Guide: More often than not, enduro bikes, or any bike worthy of mountain biking on, aren’t supplied with a chain guide or skid plate. That could be in an effort to lower the sticker price or weight, but it’s an essential component in my eyes. What costs more, a new chain or a piece of plastic? The OneUp Bash Guide is highly adjustable and has replacement parts readily available. And bonus points for the color-matching.
Maxxis EXO+ MaxxTerra Tires: There’s nothing wrong with these tires. They just don’t belong on an enduro race bike. At the least, the rear wheel heavier-duty DoubleDown casing and a softer MaxxGrip compound on the front should be spec’d here.
![photo]()
![photo]()
How Does It Compare?
No doubt, the SB160 is in direct competition with the Santa Cruz Megatower, a bike I really got along with, however, there are a few stark contrasts between the two. What I loved about both of these bikes were their aspirations to go faster.
The SB160 presents that feeling of being on top of the bike, so it tends to feel alive in flatter terrain, whereas you can relax a touch more with the Megatower in steep terrain with its taller and more aggressive head tube. Other geometry considerations are that both frames feature size specific chainstay lengths and seat tube angles, but the SB160 lacks a flip-chip (although the flip chip on the Megatower really only makes a subtle change).
As for the suspension, both come alive when you start charging hard. The Yeti held up a little more in the travel, had a more noticeable ramp in progression, and was noticeably quieter on the trail. Also, there was also a lot less feedback or jarring moments when you hit sharp objects compared to the Megatower with its boxy tube shapes and carbon wheels. Santa Cruz’s latest square downtubes open up to store tools and such under the water bottle cage. The Yeti lacks any lunch boxes or onboard mounts whatsoever.
Neither one of these heavy hitting bikes are cheap, since no aluminum options exist, but the entry-level Megatower does ring in at $1,000 USD less than the SB160 C1 trim.
![photo]()
DT Swiss EX1700 Wheels: These alloy wheels are a popular option on complete bikes, although there’s a twist, or more of a bend, with the ones that Yeti specs. Typically, they’re built with straight pull spokes, where these ones use J-bend spokes, which could make finding a replacement an easier task. Those spokes combined with the bomber 511 rim create a quality set of alloy wheels that doesn’t weigh a ton.
Yeti carbon handlebar: Handlebar dimensions are a personal preference. The stock carbon stick on the SB160 came in at 800mm wide with 5x9º bends. I gave them a shot on the first couple rides and had no quibbles with the ride feel, but the low 20mm rise meant rearranging more spacers under the stem. Soon after, I swapped them out for an 8º backsweep and 35mm rise.
OneUp Bash Guide: More often than not, enduro bikes, or any bike worthy of mountain biking on, aren’t supplied with a chain guide or skid plate. That could be in an effort to lower the sticker price or weight, but it’s an essential component in my eyes. What costs more, a new chain or a piece of plastic? The OneUp Bash Guide is highly adjustable and has replacement parts readily available. And bonus points for the color-matching.
Maxxis EXO+ MaxxTerra Tires: There’s nothing wrong with these tires. They just don’t belong on an enduro race bike. At the least, the rear wheel heavier-duty DoubleDown casing and a softer MaxxGrip compound on the front should be spec’d here.
Yeti SB160
Santa Cruz Megatower
How Does It Compare?
No doubt, the SB160 is in direct competition with the Santa Cruz Megatower, a bike I really got along with, however, there are a few stark contrasts between the two. What I loved about both of these bikes were their aspirations to go faster.
The SB160 presents that feeling of being on top of the bike, so it tends to feel alive in flatter terrain, whereas you can relax a touch more with the Megatower in steep terrain with its taller and more aggressive head tube. Other geometry considerations are that both frames feature size specific chainstay lengths and seat tube angles, but the SB160 lacks a flip-chip (although the flip chip on the Megatower really only makes a subtle change).
As for the suspension, both come alive when you start charging hard. The Yeti held up a little more in the travel, had a more noticeable ramp in progression, and was noticeably quieter on the trail. Also, there was also a lot less feedback or jarring moments when you hit sharp objects compared to the Megatower with its boxy tube shapes and carbon wheels. Santa Cruz’s latest square downtubes open up to store tools and such under the water bottle cage. The Yeti lacks any lunch boxes or onboard mounts whatsoever.
Neither one of these heavy hitting bikes are cheap, since no aluminum options exist, but the entry-level Megatower does ring in at $1,000 USD less than the SB160 C1 trim.
Pros
+ Doesn't get bogged down on flatter terrain
+ Shock and kinematics produce a calm, predictable ride in choppy terrain
+ Less feedback through the frame than some other carbon enduro bikes
Cons
- Riding "on top of the bike" requires more focus in steep terrain
- Specific geometry and 29er only configuration may deter some riders searching for alternative setups
Pinkbike's Take
| Yeti didn't stray too far from the herd in terms of appearance, geometry or suspension design with the introduction of the SB160. The additional 10mm of rear wheel travel is welcomed and aligns the bike closer to its competitors in terms of front to rear wheel balance. Between the calm kinematics and frame forgiveness, there's a special balance that make the SB160 ideal for tackling enduro race courses. The suspension and climbing position won't drag you down on climbs due to a low stack height and forward weight bias, but that does require the rider to engage into an attack position to really charge descents. |
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This isn't a brand new iteration, it's a refresh of the SB150, which makes sense because those bikes are still winning at the highest levels.
This has nothing to do with Yetis, yes, it was in response to @sspiff bringing politics into it.
What did you say @hamncheez ?
$5k for a frame. Sorry, I glanced at the website.
its the 10's of TRILLION dollars of money printing via the FED that is the root cause. Secondarily, it's the politicians that shut down the economy and paid people to not work. Biden is a 400 year old career politician...the blame for most of our ills lie at his feet, as he has had a major role in crafting disastorous policy that led to this f*ckery.
Or you're just dog-whistling. Either way, you're an idiot.
Can I get you a snickers or something?
Friggin millennial
There might very well be some truth to that.
Lots of other places in the world manufacture premium, and get this, even more betterer products than can be made in America @BobbyHillbomb.
Location if manufactured items certainly isn’t and of itself a mark of a quality product. Somehow there’s a belief that Made in the country you’re in” means it’s better than something produced elsewhere…
Where do you think the carbon that Allied is sourced?
Are Allied and Yeti using the carbon, with similar finish quality?
Has Yeti been making, racing and supporting mountain biking for decades? Is Allied?
There’s so many factors, that could point to the increased expense in the Yeti frame that re being overlooked (switch friggin infinity)
Doesn’t the world end at your borders, like just drops off like the beliefs of flat earthers?
economics dun missed ya, bud
Not really an acceptable response IMO. Do the right thing.
Do tell
I care very little for your countries political agenda, as I really have no influence on it.
From the outside, it looks a little fuc$ed up, but I’m not sure there are many that aren’t
What I will reiterate is that just because something is American (or Canadian, or Australian or Scandinavian made) doesn’t mean that it’s better value, or better quality than a thing made in Asian countries. Not sure why that’s such a deal breaker for some people, lots of generalizations out there.
That’s what I figured.
Prolly trying to reply to @conoat, they seem to have some political agenda going on.
The Deviate Claymore basically cleaned up the Field Test, and that frame will arrive at your door for $4.2k with shock.
The bulk of the riding season is over, and new model year bikes are coming out
Discounting of current year bikes has been pretty common in the industry for decades.
One of the reasons that there might be current year bikes still on the floor is that it’s been around since 2018 or something, and all us fancy monkeys want new and shiny and updated.
There prolly is a downturn in the cycling boom happening, but selling discounted current model year inventory is not uncommon
Not sure what volumes Yeti needs to sell, but you can be rest assured they will have little issue shifting these bikes.
The discounts were also on models that were JUST released. I have never seen that happen, even in the fall.
Shops choose to discount in-stock inventory in the fall, for decades. There’s always new colours, and spec changes year to year, and most shops want to get their money out so they can purchase the upcoming models, which is usually in the fall.
Maybe different to where you are, but our purchasing was done in the fall, with select models arriving in time for Christmas (usually the high end stuff) that needs to be paid for with the proceeds from the previous seasons profit. Having old model year bikes on the floor, taking up space, and money isn’t good practice.
Obviously the last couple years have been strange, but we are just getting back to what was the previous normal, not the new normal…
I’m not under any delusion that trying to navigate the market the last couple years hasn’t been incredibly challenging. It’s tough, and a conservative approach was prolly the right path, but not like.y the path taken by all. There was a tonne of money to be mad out there, and if you were able to absorb the risk, you might have done well (royal “you” not “you in particular)
Took a quick look on the the local SC website in Boise, the only discounted SC bike, is a previous model year 5010, which was full 275, and not the new mullet. If I was a shop, I’d be blowing out a 275 bike for cost right now too.
Each and every time I get a new bike, I find that working with local shops and sometimes building from the frame up is the way to go. Often a local shop is willing to give you a flat and significant discount on all your parts if you build it through them. My current rig would've cost ~$11k as a complete bike from the OEM, I managed to put it together for about $7k. Bling build at a reasonable price.
This is the winner. All the crybabies talking politics in a bike forum, please refer to @ratedgg13 for a current assessment of your love life.
Yeti is targeting the Yeti buyers, folks who already ride a Yeti.
… or maybe there’s a population of folks who like the color turquoise
If you get just the frame it’ll run you about $7800 out the door with custom paint/repaint and bearing replacement.
And for a frame and no suspension and no paint job / repaint service it’s $6000. Which is what I paid for my Dark Matter 27.5
Yeti: hold my soy latte
...but i would have to sell one of my Porsches.
No joke needed, its literally a fancy moped. They are categorized by my local DOT legally as mopeds.
We were riding a new jump line blind at Anglefire so shame on us. However, when the rest of the line is well built and progressively getting bigger why would you end it with a 12’ tall table that is 10’ long?? Ran out of dirt?? Anyway, there’s my warranty story.
m.pinkbike.com/photo/23720871
m.pinkbike.com/photo/23720873
The bike industry is in for a correction sooner than later…
DONT torque universal derailleur hanger to 25NM it will brake.
It is writen on it 25NM bit it can not stand that amount of force. 10-12NM max, or just with your hand by feeling.
Also if you destroy it with torque wrench (like I did), it is very difficult to take it out, so be carefull.
There is many cases where people experienced same issue like I did, when trying to torque it to recomended spec but its just snaped. Be carefull, friendly advice.
Other than that I was also willing to pay more to be supported by a shop network rather than having to deal with YT's incredibly slow customer service - one month to ship an in-stock hanger 45 minutes down the road, etc.
Climbing is vastly superior on the Yeti and I'm probably definitely faster on the downs with way more confidence. Doesn't sound like much, but I'd say the Yeti performance is superior across the board. Bling had nothing to do with my decision (I waited to buy until Yeti got rid of all the loud frame stickers - my bike is totally incognito).
When I bought, I was going from a mid-spec $4k bike to a perfect spec $7.4k bike. Absolutely no regrets at that price, especially since a few brands were charging north of $10k for top specs then. At $10k today, though, I'd honestly be cross shopping a lightweight e-bike just because everyone's prices are so high but I'd definitely miss my Yeti's performance and excellent spec if I went that route...
Clearly I'm not a weight weenie, but even I winced at the weight on this thing.
Fool me twice with my sb140 shock link bearings seizing after 3 rides with the answer saying “that’s how it is, we can send you bearings”
Redesigned the switch bolts when they launched the sb115 with no relief for sb100 owners
Now you see they redesigned how the shock link mounts to the frame…
Man, I can’t be the only one here…
And for how much they cost you’d think yeti would just approving warranty claims and making people happy.
From the Effective Writing practices tutorial guide:
"A double negative is a statement containing two negative words. It is not part of standard English, and its use should be avoided."
I think a better way to say this would be to say it IS EXPENSIVE. Why are we tiptoeing around reality here?
The construct is known as "litotes", see: en.wikipedia.org/wiki/Litotes
"In rhetoric, litotes (/laɪˈtoʊtiːz/, /ˈlaɪtətiːz/ or US: /ˈlɪtətiːz/),[1] also known classically as antenantiosis or moderatour, is a figure of speech and form of verbal irony in which understatement is used to emphasize a point by stating a negative to further affirm a positive, often incorporating double negatives for effect."
Good luck!
Wish mentorships were discussed more in grade schools.
5 hours a week of at least 'watering the garden' is huge..and so ez now with tech. Just no excuses these days.
(Aside from rural poor no library/school with internet access/hostile envrios)
I've heard 'ah my 401k is diving' so many times...well u gta tend your garden-mind your biz!
That's the problem with comparing other bikes at around 5-6k with Yeti builds-by the time you put on some DT wheels, a decent drivetrain, brakes and suspension bits you might as well have gotten the Yeti. Aside from beefier tires, I'd ride the Yeti out-of-box stock and be happy.
So durability is an option, not standard. Seems like they could have just not mentioned that and focused on the weight with the Turq premium.
Bold move considering the existing Switch Infinity reputation.
I already went with an Ohlins TTX2 air because I don't want to be out on a ride or a trip with a blown out X2, now I'm left carrying the bag with a $500+ Fox X2 shock that is essentially useless (I don't feel right selling it used). So I guess the solution is...throw the X2 on there while carrying a spare shock and hope that I break it?
Pretty unacceptable response IMO for a KNOWN issue with trunnion frames. Do the right thing @foxfactory.
So does Nukeproof (by same account).
Get smarter.
I owned up to not having tried that particular Assegai. Do you find it rolls faster than maxxgrip, or is it the longer life that appeals?
I was doing weekly/bi-weekly service as I was riding quite a bit this year.
having an access hole to grease the rear fitting would be f*cking life changing tho!
the bike rides noticeably smoother immediately after service as well.
I have an sb150 and was waiting to see what this bike would look like and I’m kinda disappointed with the lack of down tube storage and the price. Think I’m going to build up a Transition Spire.
Heavy for a carbon bike: check
Long seat tubes and low stack: check
Barely any difference in chainstay length between sizing: check
Yeti knocking it out of the park yet again!
They're a reflection of current design trends, e.g. the Sommet is effectively what you'd get if you threw a Trek, a Norco and a Transition into a blender. It punches well above its weight but is a little on the heavy side - my XL CRX is 16.9 kg with a coil shock. Perhaps less optimisation in the frame design, but it cost half as much as an equivalently equipped SB150 so, y'know...
The review here noted that Vitus's geometry chart gets the head angle and wheelbase wrong, i.e. it's longer and slacker than specified.
May 23: Everybody with a new Yeti at the bikepark
Aaaaaaa you're fun MTB rich community !
Hump
#230x65
NEXT!
If you push too much “balance” on the bigger bikes you’re gonna make it massive and probably boring.
Santa Cruz: dentist bikes
Yeti: surgeon bikes
What a crap place to downspec.