First Ride: BMC Trailfox TF01
| BMC's Trailfox TF01: Ready to Race BMC's new Trailfox TF01 is the Swiss company's flagship enduro race bike, intended to excel on the rough courses found on the Enduro World Series circuit. Prototypes had been spotted under BMC Trailcrew team riders Aaron Bradford and Tobias Woggon at previous stops on the EWS tour, with Bradford piloting his to a fourth place finish in Winter Park, Colorado. The Trailfox series was first introduced in 2007 in the form of an aluminum framed bike with carbon seatstays and 120mm of travel. Since then, the travel has increased, bumping up to 140mm of travel in 2008, and now, for 2014 the Trailfox TF01 is available with a full carbon frame featuring 150mm of travel and 29” wheels. BMC will also be offering the Trailfox TF01 with a carbon front triangle and aluminum rear swingarm, along with a full aluminum version. All of the frames share the same geometry and suspension configuration. | Details • 150mm travel • 29" wheels • 67 degree head angle • 435mm chainstay length • 142x12mm thru-axle • Internal cable routing • Weight (claimed): 27.1 lbs • MSRP as shown (without pedals): $8999 USD • Full aluminum version with full Shimano SLX: $3999 USD |
Going into this project, BMC's product designers and engineers had the goal of increasing the capabilities of the Trailfox, taking it past its trail bike origins and into the realm of a true all-mountain or enduro race bike. After extensive testing of various wheel size and geometry configurations, BMC decided that short, 435mm chainstays, a 67 degree head angle, and a relatively long top tube in conjunction with 29 inch wheels would give them the ride characteristics they were searching for.
The TF01 uses BMC's APS
suspension design.
Once the geometry numbers were settled upon, there were still frame design challenges to overcome, including where to mount a front derailleur. Front derailleurs have long been the bane of 29ers, as the position of the rear wheel, particularly on a bike with short chainstays, makes it difficult to find clearance to fit the derailleur without it rubbing on the rear tire. To avoid this, BMC moved the lower portion of the seat tube forward and mounted the derailleur directly to the rear swingarm. Riders going sans front derailleur can remove the direct mount and replace it with a clean looking cap that bolts to the swingarm.
Other standout frame features include the internal cable routing, an item that has become increasingly common, but BMC's execution is particularly well though out. The cable entrance and exit ports are large enough to make cable changing easy, and the cap design ensures that the cables will stay in place without any rattling on the frame. An integrated downtube protector shields the carbon frame from rock impacts, and ISCG mounts allow riders the option of running a chainguide. BMC has also developed their own chain device that can be mounted onto the chainstay protector. In keeping with the race-oriented design, a full size water bottle will fit on the medium and large size frames, and a smaller bottle can be mounted on the size small. Even though the new bike uses bigger wheels, the frame weight of the full carbon version comes in at a claimed 2490 grams, 40 grams less than last year's 26" version.
Other standout frame features include the internal cable routing, an item that has become increasingly common, but BMC's execution is particularly well though out. The cable entrance and exit ports are large enough to make cable changing easy, and the cap design ensures that the cables will stay in place without any rattling on the frame. An integrated downtube protector shields the carbon frame from rock impacts, and ISCG mounts allow riders the option of running a chainguide. BMC has also developed their own chain device that can be mounted onto the chainstay protector. In keeping with the race-oriented design, a full size water bottle will fit on the medium and large size frames, and a smaller bottle can be mounted on the size small. Even though the new bike uses bigger wheels, the frame weight of the full carbon version comes in at a claimed 2490 grams, 40 grams less than last year's 26" version.
The TF01 uses BMC's APS (Advanced Pivot System) suspension design which uses two short links to attach the rear swingarm to the front triangle. The design is intended to use chain tension to prevent the suspension from compressing due to pedalling forces, while at the same time being able to remain active and absorb impacts from trail obstacles. Sag indicators are printed on the upper link to simplify shock set up – simply adjust the sag until the white lines are aligned and head out for a ride.
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 BMC's attention to detail is evident throughout the TF01, from the internal cable routing to the integrated downtube bash guard. The cover for the direct mount front derailleur is also well executed. |
Ride Impressions
We were able to put in three solid days of riding on the Trailfox TF01 in Whistler, British Columbia, which included racing in round five of the Enduro World Series. There aren't many places in the world better suited for bike testing than Whistler, a location with no shortage of properly rowdy terrain to take the Trailfox on. Our lime green XX1 Trailcrew edition of the TF01 came specc'd ready to race – SRAM's XX1 drivetrain handled shifting duties on one side of the handlebars, while a remote for the stealth routed 150mm RockShox Reverb dropper post managed seat height on the other. Fox takes care of the suspension on the Trailcrew edition, with the new Float X air shock on the rear and a 34 Float CTD up front. Shifting was crisp and snappy, with no mis-shifts or dropped chains at any point during our time aboard the bike. The Float X shock performed admirably as well, working tirelessly to absorb the thousands of rocks and roots we rode over and through. We did experience an odd top out a few times with the 34 Float, which was noticeable after preloading and then popping off a jump, but it occurred sporadically and we didn't have time to investigate it fully.
Stability at speed is the standout trait of the TF01 – even when rocketing down fireroads strewn with softball sized rocks the TF01 didn't flinch, charging along without any discernible frame flex or speed wobbles. This stiffness does mean that increased trail feedback reaches the rider, despite the bike's 150mm of travel. To compensate for this we ended up running the bike on the softer side of the recommended settings, but the bike still had a ride feel that wasn't as plush as we would have expected. For racers, this isn't going to be a detriment, as responsiveness takes precedence over having a super-plush ride, but riders looking for a bike that can make rocky trails seem like they've been flattened and covered in shag carpet may find it difficult to achieve that feeling with the TF01.
Steep corners were where the long top tube / short stem combination truly came into play, making it possible to keep weight over the front wheel without feeling too far in front of the axle. This combination was also helpful on sections where the trail followed the path of least resistance and went straight down the fall line, with the extra top tube length making it easy to find a balanced position without hanging too far off the back end of the bike.
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| The trails around Whistler offered plenty of opportunities to put the TF01 through its paces. |
Pinkbike's Take:
 | The TF01 is a worthy successor to the previous bikes in BMC's Trailfox line, a stouter, more robust offering capable of competing at top level enduro races. A take-charge riding style is necessary to truly eke out every bit of potential, but that's a reasonable characteristic given the bike's intended purpose. We fully realize that the price of the TF01 puts it out of reach for many riders, which is why the fact that a well equipped full aluminum version is available for half the price is appreciated, giving privateer racers a chance to have the same geometry and suspension design as those with deeper pockets. The aluminum version still doesn't fall into what we'd consider 'budget' pricing, but it is on the more attainable side of the spectrum. - Mike Kazimer |
www.bmc-racing.com
Author Info:
Member since Feb 1, 2009
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stop crying about the price of the bike superstars. no one is forced to buy a bike for $8000. no pain no gain.
...oh wait.....of course we swiss people can buy them becuase we're rich enough. life's good
really love the bike - it would fit me perfectly
any swiss bank offering bike loans?
don't you think that 67ha is quite steep??
Bicycle Manufacturing Company does exactly not manufacture bikes. Cheap chinese ware at a premium.
Wouldn`t touch that overpriced crap with a pole...
Do You have Your own Pole for touching things?
So unless they reinvented it for the 29" market (and by looks it copies *some* of the stance of the 26" TF), that'll be a big 'ol glass of NOPE.
I like the approach of Marzocchi. They introduced new 888 that fits both 26 and 27,5 sizes and kiss the bottom with this revolution. Whatever.
I really have to recalculate what is the difference between diameters of 27.5 inch wheel with a 2.3inch wide tire and 26inch wheel with at least 2.5 or 2.7inch tire. A wider tire means also higher tire, and the weight could be comparable. Maybe I already have a 27,5 wheels on my bike and I'm sitting here unconscious and hopeless.
and the results are:
1. to find the head angle feel of the 27.5 bike in a 26 bike, subtract 1.20° from the 27.5's bike head angle.
2. to find the head angle feel of the 29 bike in a 26 bike, subtract 2.35° from the 29's bike head angle.
proof of that: oi43.tinypic.com/2j3ff44.jpg
example: the bmc's 29 feel is as a 26's with a 64.65° head angle.
you should learn damnit!!! hahaha
...
Done!
kidding btw...keep riding!
Schwalbe Muddy Mary 2.5x26 =690mm =27.2in
Duro Wildlife leopard 3.0x26 =702mm =27.6in
Maxxis Highroller II 2.4x27.5 =706mm = 27.8in
Comparing the feel between them the 27.5/650b wheel feels stiffer. This is due to the lower profile tire i.e. the schwalbe 2.5 is taller than the Maxxis 2.4 thus more rim. Obviously there is an even bigger difference with the Duro because it is MASSIVE! You do notice the increase in diameter (even though that is obviously less when comparing a 26x2.5 to a Maxxis 2.4x27.5) at both low speed (slower handling) and going over rocks/roots (better).
By the way:
26in rims are 559mm=22in
27.5in rims are 584mm=23in
So 27.5/650b are only 25mm/1inch bigger in diameter than 26in rims NOT 1.5in!
Anyway thank You very much for Your work.
As for weigh difference 27.5 seem to be ~100g heavier, though the new Schwalbe supergravity casing will offset that.
www.instantsfun.es/over-9000
www.pinkbike.com/news/Lapierre-2014-Mid-Sized-Wheels-for-Spicy-and-Zesty-and-a-Wicked-.html
u W0t M8
BikeNERD007: to answer your question, yes I did learned how to count. Did you learned how to read?
...not trying to be a hater, just my 2c
It is in cases like i feel carbon is more fashion than function. Carbon wheels sure, maybe even the rear triangle, but the front? The effective weight is you plus that triangle so does one lb make a difference worth 4g's?
Not for me. Never.
And being that mountain bikes are essentially commodities at this point (plethora of very similar things at similar price points) carbon allows for a branded design approach that reinforces the rest of the line and what the company stands for. In this case, rich Swiss company.
It's not really as simple as consumer driven supply and demand. Companies have been known to manipulate markets to gain a profit advantage.
BP routinely buys oil wells and then turns them off to lower supply and increase demand.
Its also possible that the bike companies are victims of their own success: they built a too good bike in 26", so people don't need to replace their bikes as often as they did in the past. But maybe they need to "upgrade " to a heavier and slower steering bike.
The conspiracy theory works too. The manufacturers bought up all of the 650b products produced in the past 5 years, creating a false hysteria and are now releasing the product for the created market against the consumer's demand.
I know which one seems more believable
What I was referring to was by eliminating supply of 26", it would increase demand for the next closest thing that is being mass brought to market at the exact same time.
Companies are free to do what they want legally. BP can do what ever they want to with an oil well once they own it.
ButI don't agree that it's always on the consumer.
What does bother me more are some of the other new "standards." E.g., 15mm front axle size, 142mm rear axle size, BB30, etc., etc. The 142 is the worst offender to me. 8mm away from a full 150mm DH size spacing, a little more than a quarter inch makes enough of a difference to make a whole new hub size/rear wheel frame spacing standard? Give me a break. And 5mm difference going from 15mm to 20mm for a whole new front hub size and all new fork axle standard? Come on, folks.
Edit: One more rant, haha, the so called "new" 2x drivetrains. The fact that they are making them from the factory doesn't bother me; it's that manufacturers and writers claim that this is such a great "new" innovation (particularly guilty is Mountain Bike Action, "20 innovations that changed mountain biking forever" article). Old school freeride guys like me have been riding and enjoying the benefits of 2x's for many, many years.
Anyway, done ranting, and MBA is a joke anyway.
I think this could be appreciated by many.