WE’ VE GOT ALIGHT WEIGHT XC RACER, A SAWN OFF SHOTGUN OF A SHORT TRAVEL BIKE, AMID TRAVEL ALL ROUND ER AND A FLAT OUT ENDURO RACER
We hit the trails on the latest rides from some of the oldest mountain bike brands
Our mag isn’t the only thing that’s stayed right at the top of the mountain biking game for the past 30 years. Some bike brands have stood the test of time to become icons, too. We’ve picked a broad selection of the latest machines from four companies with serious heritage and compared them to their offerings from three decades ago to see what’s changed and what holds true.
As soon as we started putting together our list of brands that would have appeared in the pages of early mags, we realised there were plenty of options to play with. Gary Fisher, Bontrager and Klein may have been absorbed into the Trek family, and Schwinn, Ridgeback, Muddy Fox, Peugeot and Raleigh no longer make top-end MTBs, but Scott, Trek, Marin, GT, Cannondale, Pace, Diamondback, Saracen and others were all in the game back then, or thereabouts, and are still pinning it now.
We wanted a mix of bikes that illustrated the differences – and similarities – between how brands approach mountain biking now and how they did it in the late ’80s and early ’90s, with the ‘All Terrain Bicycle’ ancestors of these modern machines. The idea was to net some of the same companies that appeared in our first issue, as well as some that had a personal resonance.
Not only was the Giant Escaper in the first MBUK bike test, but it was also the first ‘proper’ mountain bike that our bike test editor Guy owned, back in the ’80s. A decade later, Giant’s ATX downhill bike was a “complete game changer” for our chief technical editor, Rob, too, so that made their Reign enduro bike a prime candidate for our line-up.
Art editor Jimmer has always loved to go faster than he should on tough, capable race bikes, so the chance to rip it up on Yeti’s new SB100 syncs perfectly with his early excitement about the Colorado brand’s classic FRO. Deputy editor JCW is a sucker for classic lines and the spring of a good steel frame, so the latest ferrous masterpiece from the legend who welded some of the very first mountain bikes, Tom Ritchey, was a great way to update our view of a legendary torch artist.
Finally, there was no way we could put together a ‘heritage heroes’ test without including the latest version of one of the first mass-produced MTBs. Specialized’s Mike Sinyard sent a handmade Gary Fisher/Tom Ritchey frame to Japan in 1981 and got a container-load of Stumpjumper frames back that helped start a riding revolution. The evergreen Stumpy is still at the forefront of innovation today, with its radical new frame.
Across the four bikes, we’ve got a really good representation of the different ways riders are hitting the trails today, at a range of prices. We’ve got a lightweight XC racer, a sawn-off shotgun of a short-travel bike, a mid-travel all-rounder and a flat-out enduro racer. The frames use the latest steel, alloy and carbon tech, with rear ends ranging from rigid to proven linkages and clever floating-pivot designs. We’ve got 2x11 and 1x12 transmissions, 650b and 29in wheels, head angles from 70 to 65 and reaches from 414mm to 472mm. Add in comparisons with their ancestors from the early days of MBUK, and we reckon we’re throwing just the right sort of party to celebrate our 30th birthday.
our test line-up threw us a curveball straight away. These bikes may all be from classic brands, but they’re aimed at very different riders. How were we going to test each of them to their intended limits while also being able to compare them to other bikes in their class? After all, the whole point of these group tests for the past 30 years has been to give you the best insight into each bike’s performance, whether you’re a potential buyer or just interested in the current state of the bike building art.
The comparative part was easy. Our northern Wrecking Crew know their local trails inside out, so we inserted all four bikes into the feedback algorithm and waited for it to spit out the relevant info. To let each bike play to its strengths – and give ourselves a birthday treat – we then ventured further afield. That meant epic moorland rides on the Ritchey, to see just how much energy its supple steel springiness saved us, and blasting the Yeti round the flowing trails of Dalby Forest, throwing in extra loops of the World Cup XC route to test its tech-climbing mettle. When it became clear what a ripper the SB100 was, we took it onto some rad natural DH sections we used to ride in the ’90s too.
Having ridden the 120mm-travel ‘ST’ version of the Stumpjumper locally before we were even allowed to talk about it, we knew Specialized’s new bike could cope with plenty of hammer, so we threw the 150mm version in at the deep end, at BikePark Wales. Then we moved onto more natural trails, to get a handle on how it played and how the big tyres rolled when we had to pedal, not just put it on an uplift trailer. Unfortunately, we blew our chance of the best bike test pun ever when we took the red Giant to Fort William, only to find that the Red Giant descent has been renamed Top Chief. The mix of twisting, high-exposure mountainside boardwalk, boulder drops, rock sections and berm and jump-riddled finish still made it the perfect place to test the bike, though. We also threw in laps of Glentress and Innerleithen, and an epic Highland loop to see how day-ride-friendly it was. After all that, it was back to base for a final photoshoot session to nail what you need to know about these bikes – and what they say about the future of riding, 30 years after we started telling you.
MATERIAL DIFFERENCES
One interesting point this test raised is how changes in frame material – from steel, to aluminium, to carbon fibre – have advanced bike performance, and yet all are very much still in play. Tom Ritchey first made his name by building steel frames so perfectly that they needed almost no timeconsuming tidying up. That allowed him to mass-produce MTBs in the US when everyone else was still putting them out piecemeal. Refining each step of construction, with his signature ‘Logic’ tubesets and specific pieces like his muchcopied dropouts, was all just part of the process. Forty years down the line, the P-29er features a beautifully minimalist tapered head tube that looks like it’s been melted around the headset bearings, a barely-there brake bridge strut and a host of subtle curves in its slim steel pipework. Despite its skinny looks, the P-29er frame is still heavier (2,150g, large) than alloy and carbon alternatives, but for discerning riders, the spring-loaded ride quality outweighs any gram penalties on the trail. While we’re on the subject, steel isn’t just for hardtails either, as modern ferrous full-suspension bikes from Cotic, BTR, Curtis, Starling, Sick and others prove.
Apart from early TIG-welded Cannondale and Klein frames and some glued-together options from Vitus, Alan and others, aluminium wasn’t even on the menu in 1988. But a handful of years later, its lighter weight and development by brands like Taiwanese bike-building superpower Giant made it the dominant material. While it’s expensive for an alloy bike, the alchemy Giant have used in the Reign frame shows just how good a metal machine can be. That said, its rear shock is driven by a carbon rocker link, and both our other bikes benefit from the latest fibre construction.
The single-piece swingarm sides of the Yeti SB100 mimic the BMX-derived ‘looped stay’ design of the original FRO. Tucked behind a screw-on cover at the back of the asymmetric seat tube is their proprietary ‘Switch Infinity’ floating-pivot system, minimised and turned through
Ritchey P-29er High-quality, highseatpost speed machine for fans of supple feel rather than feathery weight or super stiffness
90 degrees. Our test sample uses Yeti’s lighter, stiffer, more expensive ‘TURQ’ composite, though the extra suspension complication means its 2.5kg frame weight (medium) is high compared to that of more raceorientated 100mm frames.
Specialized no longer make a cheaper carbon version, they just build everything in the ‘FACT 11m’ composite that was previously only used for their top-end S-Works bikes. They do change lay-ups between frames, though, with the small and medium sizes getting a lighter front end, because smaller riders don’t tend to create as much frame stress. Besides composite parity, the big change to the Stumpjumper this year is its move to the ‘Sidearm’ frame design pioneered on Specialized’s Demo downhill bike. This shifts the shock and seat tube over towards the non-drive side and curves the lower split of the top tube under the damper. The result is a 20 per cent increase in stiffness, according to Specialized, who also claim it’s one of the lightest trail frames around. Clever use is made of the potential storage space in the down tube, with a larger-than-ever ‘SWAT’ trapdoor. Spesh also score extra practical points with a threaded bottom bracket and guided internal routing.
BRINGING UP THE REAR
While the frame snaking round the rear shock may be radically different, the Stumpy’s four-bar ‘Horst link’ suspension set-up is still essentially the same as on Specialized’s first Stumpjumper FSR, which joined its hardtail sibling in 1994. The exact layout of the chainstaymounted rear pivots and shock-driving rocker link has been repeatedly updated over the years, though. This latest version uses metric sizing and can handle a piggyback shock. The 140mm 29er Stumpy we tested runs a higher shock leverage (3:1) than the equivalent 650b model and the 120mm big-wheeler (both 2.8:1). Specialized assure us that “changes in air volume and to the RX shock tune mean the end result is a very similar wheel rate, even though the spring curves and leverage curves are a little different”.
Giant have also moved to a metric shock on the Reign, with bearings (not solid bushings) at each end for ultimate start-stroke sensitivity. The trunnion mount (which sits the hardware in the body of the shock, not an eyelet at the top) lets them increase shaft length, altering the shock ratio from 2.8 to 2.5:1. The result is a super-supple ride off the top and more support deeper in the stroke than on previous Reigns. That makes it far easier to find a good balance between too linear and too slappy, which meant the twin-link ‘Maestro’ back end was equally impressive when clawing up technical climbs in the Highlands as it was sucking up slams and gluing the wheels into turns at Fort Bill. A shock lockout – activated by a bulky but effective handlebar lever – puts it bang on trend for enduro racing and was welcome on fireroad climbs. The default compression tune of the RockShox Super Deluxe RT damper is sorted enough that we didn’t miss the adjustment offered by the nonremote RCT and RC3 versions.
The SB100 offers the adjustment the Reign is lacking – a three-position low-speed compression damping dial on its Fox Float CTD shock lets you sharpen things up if you want – but it’s not essential here either, because the whole point of Yeti’s ‘Switch Infinity’ system is that it changes the suspension behaviour as the bike goes through its stroke. The main pivot rises up on two Kashima-coated shafts for a more pedal-responsive feel during the initial suspension phase, hovers at the inflection point and then drops down again. This helps the bike float along the trail, gives flawless traction under power and through corners, and impressive impact absorption even when sprinting.
While the P-29er has no rear suspension, in the accepted sense, and you can’t run plus-size tyres on wide rims for extra cushioning (the 29x2.25in rubber on our test bike is the largest size advised by Ritchey), there’s a lot of ‘spring’ between rider and trail. Not just from the carefully-honed steel tubes and the arched curve above the dropouts, but also the long seatpost extension created by the dropped top tube, and the narrow diameter of the post itself.
Giant Reign 1
Latest tweaks add cost but turn the Reign from a good enduro bike into a great aggro all-rounder
SPECCED TO IMPRESS
While the frame will always be the most important part of a bike, how it’s dressed can make a big difference to overall performance too. The P-29er is an almost complete showcase of Ritchey’s WCS (World Champion Series) lightweight alloy componentry. Tom’s demanding detailing (he still owns the company and signs off every design) is evident in the extra wraparound of the bar clamp on the 90mm stem. Decades after it offered one of the few decent treads around, his classic Z-Max tyre still works well for consistent XC speed over mixed terrain. Unlike on his
Timberwolf trail frame, there’s no provision for an internallyrouted dropper post and no bolt-through axle option, but then this is a purist XC/marathon bike. We’ll concede that many old-school riders still like a double crankset too.
With its 100mm of rear travel, the SB100 would seem to sit squarely in the same XC category as the P-29er. But instead of chasing feather-light weight, Yeti have specced the bike as they tested it. That means it has grippy 2.3in Maxxis tyres, a Fox Transfer dropper post and an almostflat 760mm carbon bar in a 50mm stem. The DT Swiss wheels are relatively narrow, though (25mm internal), and the 120mm-travel Fox 34 fork is the latest ‘Step-Cast’ version with a cutaway outside edge on the lower legs. That makes it light for a trail bike, but no XC whippet, at over 12kg (medium). Alloy rims and SRAM X01 Eagle shifting, rather than carbon and top-tier XX1, prove you’re paying a hefty premium for the frame tech and brand name, too.
Giant’s investment in a new alloy frame with a high-tech ‘forged carbon’ link prices the Reign well above similarlyspecced machines, too. But, having put it head-to-head with several of those bikes on home trails and sent it down Aonach Mòr, we can vouch that its ride quality is way better than that of many carbon frames, let alone most alloy bikes. We’re surprised Giant have gone with SRAM Guides rather than the more powerful Code brakes on such a gravity weapon. And, while RockShox’s Lyrik RC is still a good fork, we missed the slightly tweaked internals and compression adjustment of the RCT3 model (which came on last year’s Reign 1) on rough descents. We’re never going to complain about a 2.5in Maxxis Shorty front tyre and a Minion DHR rear for UK riding, though, especially mounted on 30mm DT Swiss wheels, which are a better match for the bike than the mid-width, super-stiff carbon rims it had last year. The 800mm bar and 40mm stem are spot on, too.
With a premium carbon frame and rims (albeit a wider and heavier set than found on aftermarket Roval wheels), the Stumpjumper looks the best-value bike here, and its weight is impressive for a 140mm 29er (13.5kg, large). The performance of the RockShox Pike RC fork was flattered by the extra tyre volume when we were flat out down the trails of BPW, and ‘Torque Cap’ hub ends increase steering stiffness. While the SRAM Guide brakes get a 200mm-rotor power boost, the R version isn’t as control-rich as the camequipped RS. You need to be wary of the fast extension of the Specialized dropper post too, but a 160mm stroke means plenty of space to throw your weight around in. The 780mm bar and 50mm stem sync well with the tech-happy handling.
ALONG FOR THE RIDE
While construction, components and cost always form a big part of bike comparison, what matters most is the ride, and our foursome all impress in their own way. The Ritchey is the obvious outlier here, with its steel construction and traditional short-and-steep geometry. It doesn’t take long whipping and nipping the P-29er through tight singletrack or skimming across moorland to appreciate its evergreen quality, though. The geometry and bar/stem set-up work nicely together, leaving the bike wellweighted and tracking predictably up climbs or flowing along ribbon-thin XC trails without overloading front tyre grip. While you can feel it twist through the pedals and it’s heavier than the carbon and alloy competition, it applies power to the trail in an inspiringly connectedfeeling way. The ultra-evolved tubeset carries speed over rough ground or lumpy grass far better than stiffer bikes that have the momentum slapped out of them with every rattle. That same compliance makes life more comfortable later in the day too, so if you want to play the long game in epic XC events or just glide along less technical trails, then the skills Tom Ritchey started his career with are still relevant 40 years later.
Specialized have mixed classic and contemporary elements to keep the Stumpjumper centred on its original ‘bike for all reasons’ character. With the longer-travel Enduro now offering fashionably long(ish) geometry, they’ve made a deliberate decision to make rider weight and skill the
Specialized Stumpjumper Expert 29 Not as edgy as the Stumpy St, but a friendly, uniquely practical and easyriding all-rounder
primary stabiliser of the Stumpy, rather than reach. This only measures 445mm on the large, which would make it a medium by most standards and a small for the most progressive brands. Compared to the Giant, there are undoubtedly times when you miss that length, when you’re flat out on slippery surfaces and the front end starts to drift or tuck under. It can feel cramped on climbs when you jump off longer bikes, too, although if you’re used to traditional sizing, that’s not going to be an issue. The 66.5-degree head angle keeps the steering securely predictable and the 1,200mm wheelbase keeps it railing turns well without needing an extra couple of feet to play with in switchbacks.
Big 29er tyres and sturdy carbon rims mean the wheels need some grunt to get going, despite the bike’s decent overall weight. The tyre volume and neutral suspension can hide the stiffness of the asymmetric frame, which is more obvious with the 2.3in tyres of the livelier-feeling, longer-reach ST version. There are also times when it feels like the rear shock has its hands full, rather than having fluidity to spare. The new ‘RX Trail Tune’ definitely gives a more positive pedalling response and clearer cornering support than previous set-ups, though, and the whole package lands drops with impressive poise. Of all of Specialized’s ‘GRID’-carcass tyres, it’s the 2.6in versions that offer the best-damped feel and most sketchy-section grip. So once the bike is rolling, it takes a lot to spill speed. The 170mm crank arms, 342mm-high BB and lack of pedal pull-back from the FSR rear end mean you can keep pedalling though the rough to boost momentum, too. Add the big chain protector, and the Stumpjumper is a very quiet bike, even when flat out. The extra safety margin this 150mm version adds at the ragged edge was very welcome at BPW and, right from the first blind runs, we felt safe and secure.
In contrast, the SB100 feels dangerous – but in exactly the right way. Its kit and frame weight mean it accelerates like a light trail bike, not a race bike, and the Switch Infinity system gives its rear end a fluid, rather than tight, initial feel (unless you flick it into ‘pedal’ mode). But, compared to the previous super-light but worryingly whippy Yeti ASRc – and most lighter bikes – the level of ground connection and control is insane. No matter how much power you slam through the pedals or how hard you push the bar and tyres into turns, the Yeti just keeps on hooking up. Despite only moving a few millimetres, the Switch Infinity system works brilliantly to keep the bike floated in its suspension sweet spot, rather than wallowing too deep in its travel, skipping off the top or bottoming out with a thump. The only occasional glitch is a skip and clunk when the inflection-point rebound coincides with a gap in the slowreacting DT freehub. Otherwise, the dynamically mobile ride leaves you free to pump, pedal or brake as hard as you want, rather than having to work around the suspension.
The combination of the Step-Cast fork and sculpted TURQ frame means the Yeti rides like the bike equivalent of a perfectly hand-carved surfboard. A short fork offset makes it more stable-steering than the 67.8-degree head angle would suggest. The result is a superb balance of obedient accuracy with just enough compliance to shrug off slaps and stutter bumps that could otherwise knock it off target or disconnect the tyres from the trail. This meant we rode it as much with the saddle slammed as we did with it high, sprinting, sliding and sending as hard and fast as we could. There’s no getting away from the fact that Yeti kudos and Switch Infinity tech make it eye-wateringly expensive, though, and while it does incredible things with 4in of travel, you could get a 5in bike with similar or even more radical geometry at an equivalent weight.
Pricing and weight aren’t strong points of the Giant Reign either, and there are some bits we’d change if we were being picky – including fitting a taller bar to offset the super-short head tube. But, in terms of overall suspension and package performance, it’s a significant step up from last year’s bike and a top enduro contender. The metric shock and resulting change in spring rate mean its previous ability to smash descents flat out is now matched with well-poised pedalling and mid-stroke support that’s a lot less needy of accurate set-up. With its new Boost back end, the frame delivers a super-stiff and accurate ride that somehow stays the right side of harsh and eclipses many carbon machines in the process. Add a great UK tyre spec on sweet-riding (if slightly slow to pick up) DT Swiss wheels, plus a solid if not exceptional fork spec, and our time testing the Reign proved it’s readier than ever to rule the descents, but now puts in a royally good show on all-day rides as well.
Yeti SB100 TURQ SRAM X01 Eagle massive money for the spec, but a truly superb short-travel trail ripper