Component Reviews

First Look: DT Swiss Wheelset – 240s Hubs on RR465 rims

Chris at Built To Last Wheels hooked up Bike198 with a stunning DT Swiss wheelset to review. These red and white rockets use some of the best that DT Swiss has to offer all assembled by hand by reputable hands in the industry. This electric red and white set is perfect for just about any situation you are going to put your road bike through…so let’s take a look at the components.

DT Swiss 240s Hubs

Rear DT Swiss 240s

• Built In Width – 130mm/5mm
• Weight – 222g
• Engagement – 36 point
• Number of Holes – 24, 28 (reviewed), 32
• Bearings – Sealed Cartridge Bearings

Front DT Swiss 240s

• Built In Width – 100mm/5mm
• Weight – 108g
• Number of Holes – 20, 24, 28, 32 (reviewed)
• Bearings – Sealed Cartridge Bearings

DT Swiss RR465 Rims

• Profile Width – 19.4mm
• Profile Height – 20.8mm
• Rim Joint – SBWT welded®
• Weight – 465g
• Color – Black or Gray
• Material – Aluminum
• Eyelets – Double
• Specials – DT Swiss Wear Control

This DT Swiss wheelset came out with an overall weight of 1580g (28 spoke front; 32 spoke rear) including the painted spokes (all red with white straddling the air valve). Without the extra paint, the overall weight would be closer to 1560g.

Now…there is only one thing left to do…take this electric red and white wheelset out for some serious mileage and see how they perform on the road. Stay tuned…

If you need a quality hand built wheelset for your bike (road, mountain or cyclocross), hit up Built To Last Wheels.

Who's MTB Suspension Are You Running?

Outside of bike brands, the largest competition in the market has to be suspension manufactures. With 99% of the bikes on the market getting some form of suspension treatment from the factory or in the aftermarket, mountain bike suspension component manufacturers are all competing for a spot on your mountain bike. The long time favorites have been Fox Racing Shox and RockShox in recent memory but veterans like Manitou and new comers like Fusion are starting to mix up the options. The big question…who are you running right now?

Poll: What Brand Suspension Are You Running?

Let’s break it down into two categories as many bikes can differ on brands depending on front and rear suspension setups.

[poll id="25"]

[poll id="26"]

Want to add your opinion on why? Hit up the comments section and let us know if this is what you are running because it came stock on your bike or it is actually the brand you prefer.

Review: Hive Fifteen.G XC/AM Mountain Bike Crankset

The Hive (recently merged with e*thirteen) has come to the mountain bike component marketplace with some impressive new gear. This Fifteen.G crankset marks the first of crank in their line and promises high performance, low weight and a lower price than you are normally used to from a weight weenie setup. The beautiful black ano blends with just about any mountain bike perfectly, so let’s take a spin and see how these impressive cranks performed on the trail.

the Hive Fifteen.G MTB Cranks

From bythehive.com:

Fifteen.G brings you cutting edge mountain bike components. If we can’t engineer a product that provides a tangible benefit, we’d just as soon work on something else. (Don’t expect to see a Fifteen.G (insert something stupid here) any time soon. Just saying.)

The Fifteen.G crankset uses a novel combination of features to provide a class leading value in a lightweight cross country/all mountain crankset. Total weight with bottom bracket: 802 grams.

Forged and CNC machined arms are attached to a 30mm aluminum spindle using a proprietary polygon interface (Based on DIN 32711 P3). The cranks spin on an oversized external bottom bracket bearing system, including an integrated non-contact shield.

• Weight: 711 grams
• Arm Material: 7050 AL
• Arm Lengths: 170, 175, 180
• Spindle Material: 7050 AL
• Ring Material: 7075 AL
• Ring Sizes: 44/32/22T
• BB Shell: 68, 68E, 73, 73E
• Chainline: 50mm
• Colors: blackout

Installation: the Hive Fifteen.G Cranks

The Hive Fifteen.G bottom bracket setup is a proprietary hex that is installed with the Hive’s bottom bracket tool. This oversized bearing setup (not included with purchase of the cranks) provides a smooth rolling platform for the Hive Fifteen.G cranks. One of the unique features you will find on this bottom bracket is a external plastic bearing protector (pictured below) that protects the bearings from the elements as you hit the trail. It simply snaps on and you are set.

The Hive Fifteen.G cranks use a bottom out bolt on design where the non-drive side crank arm is threaded into the spindle. By using spacers and a wave washer provided (pictured below), you adjust the bearing preload tension based upon the tolerances of your bottom bracket. After a couple of trial and error attempts, you find the right combination of spacers that allows the cranks to spin freely without any side to side play. The Hive recommends you grease all of your points of contact and spells this out clearly in their in-depth instruction manual. Be sure to use a torque wrench on the bottom out bolt to insure proper torque is applied.

While I typically prefer the Shimano method of installing cranksets, this bottom out design is much better than the comparable system from Race Face. After some ride time, I had everything set in and spinning smoothly. Two washers are also provided for pedal installation.

On The Trail: the Hive Fifteen.G MTB Cranks

Now that everything was installed and spinning smoothly, we hit the trail with these new cranks from the Hive, so let’s see how they did after getting dirty.

General Spinning and Observations

The first thing I noticed when I got into some dirt was how freely they spun as you just pedaled along. When the cranks are setup correctly, there is no noticeable drag caused by the bottom bracket or installation. The crank arms provided adequate clearance on the Turner 5.Spot frame and enough Q Factor where I didn’t feel like my shoes were hitting the crank arms while riding. Everything just seemed to work as I headed for chunkier sections of trail.

Shifting Performance

Transitioning between the rings on the Hive Fifteen.G’s was painless. The chain efficiently shifted between all of the rings regardless of where you were in the cassette. Whenever I needed to make quick up or down shifts under load, the chain dropped and climbed without any hard transfers or drops. Simply put…it just worked. Over the course of the testing period, there wasn’t any significant chainring wear, but with the all aluminum design, I am going to expect to have to switch them out faster than the steel counterparts.

Durability and Stiffness

The black ano finish on the Hive Fifteen.G’s is extremely durable. I am partial to black cranks to begin with (even powder-coated my XT’s), so a durable black finish is right up my alley. One of the downsides of running black cranks is that wear shows up almost immediately and is really easy to see on the dark contrast. As you can see by the pictures, the Hive Fifteen.G’s barely even look used under the dirt. For those of you that are used to wearing huge spaces into your cranks, the thinner profile and harder finish on the Fifteen.G’s will be a welcomed change.

When the trail got really rough I did notice that the Fifteen.G crankset was not quite as stiff as some of the burlier sets I am used to. However, this is an ultra-lightweight XC mountain bike setup so some of that was to be expected. The Hive does have a stronger crankset for more aggressive abuse (e*thirteen DH set) if you are looking to get into the type of riding that requires more travel. For XC, light AM and race setups, the Fifteen.G cranks were plenty stiff enough and transferred power to dirt efficiently.

Overall: the Hive Fifteen.G Crankset for Mountain Bikes

The Hive came to the market with a fantastic set of cranks. With a highly competitive weight (802 grams with bottom bracket) and a respectable price ($275 for the cranks; $43.00 for the BB), the Hive Fifteen.G’s should be seen on a lot of mountain bikes in the near future. I especially liked how durable these set of cranks were on the trail.

Positives: the Hive Fifteen.G Crankset

• Lightweight Design
• Competitive Price
• Great Looking and Durable Finish
• Great Shifting Performance
• Bearing Protectors On Bottom Bracket
• In-depth Install Manual

Negatives: the Hive Fifteen.G Crankset

• Bottom Out Bolt On Design Requires A Little Trial and Error
• Availability: New…so a little bit hard to find
• Bottom Bracket Install Requires the Hive Tool

If you are looking for a lightweight crankset that won’t break the bank like some of the others on the market, the Hive Fifteen.G’s are exactly what you are looking for.

Click here to pick up your own set!

First Look: 2011 Shimano XTR 10 Speed MTB Component Group

The year of 10 speed mountain biking continues to move forward. With SRAM’s release of a completely revamped product line with X7, X9 and X0, Shimano is hot on their tails with a completely redesigned XTR lineup and their new Dyna-Sys 10 speed system hitting Deore XT and SLX as well. Now, Shimano has a complete 10 speed mountain bike component group lineup to hit the trail with in late 2010 and 2011. On the surface, the Deore XT and SLX componetry looks pretty much unchanged. With the addition of the Dyna-Sys shifting components (cassette, derailleur, chain, cranks), these two mountain bike component groupos function differently but look the same. However, the Shimano XTR lineup looks completely different, so let’s jump in and take a look.

Shimano Dyna-Sys 10 Speed Shifting for Mountain Bikes

Before we take a look at the components, let’s take a look at Shimano’s Dyna-Sys and what it is going to claim to do for your riding.

From Shimano’s dynasystech.com:

Through Dynamic Systems Engineering, Dyna-Sys brings together the rider, the bike and the trail. Intuitive gear combinations account for how riders deliver power through the drivetrain; optimization around the 32-tooth Primary Driving Gear lets riders get the most out of modern suspension designs, and even the roughest, rockiest, muddiest trails can’t shake Shimano’s most stable off-road drivetrain to date.

Dyna-Sys technology makes shifting seamless and intuitive, enabling riders to deliver consistent, efficient power while maintaining that delicate balance of traction and momentum control. Take a rider accustomed to a traditional 3×9 drivetrain and put them on a 3×10 Dyna-Sys drivetrain in a blind test, and that rider will be faster and more efficient around the same test track. Dyna-Sys delivers a more efficient gear, more of the time.

A wider-range 11-36 10-speed HG cassette means riders can climb further in their Primary Driving Gear—the 32-tooth chainring. When other riders have pulled the ripcord and drop into their granny gear, the Dyna-Sys equipped rider will still be motoring along in a more efficient gear without sacrificing momentum or traction. Furthermore, CloseStep front chainring gear ratios—42-32-24—make shifting smoother and faster. With Dyna-Sys, getting from the 24-tooth ring back into the middle ring—the Primary Driving Gear—is easier and more intuitive. Plus, a 42-tooth big-ring is more appropriate for the needs of today’s trail riders.

Traditionally, triple-ring riders have had to get used to making two to three recovery shifts in the rear every time they drop into their 22-tooth granny gear, complicating the downshift and killing momentum. With Dyna-Sys, the 36-tooth rear cog means the riders can stay in their Primary Driving Gear longer on the same climb, and when they do have to drop into granny, the system only requires one recovery shift, making the entire downshift process smoother and more efficient.

Suspension designers are well aware that riders spend the majority of their time in their 32-tooth Primary Driving Gear, and they have optimized their designs to work best in that gear. Dyna-Sys drivetrains squeeze every drop of traction out of today’s active suspension designs.

2011 Shimano XTR Mountain Bike Component Group

The 2011 Shimano XTR mountain bike component group is actually split into two different sets based around the crankring configuration. The “Race” group features lighter pedals, slightly different brakes and it all starts with a 2 ring crank. When you jump to the trail lineup of the XTR family, you get a “platform style” clipless pedal and several other small differences that are all centered around the triple ring front crankset. You can pick up all of the specific details on dynasystech.com, so let’s hit some of the highlights.

2011 Shimano XTR Cranksets

FC-M980 Crankset

• Triple or double / 42T-32T-24T or 38T-24T trail inspired gearing
• Dyna-Sys gearing for greatest efficiency and stability
• Hollowtech II design maximizes stiffness while keeping weight to a minimum
• HG-X chainring tooth profile and Dual Spike provide unparalleled assertive front shifting
• Precision two-piece construction for perfect chainline and chainwheel alignment.
• Carbon / Titanium composite middle ring adds rigidity for better shifting, increases service life, and smoothly delivers powers to the cassette.
• Outboard bearings maximize stability and stiffness
• Estimated weight: 755g w/threaded BB

FC-M985 Crankset

• Double / 40T-28T, 42T-30T, and 44T-30T XC and race inspired gearing
• Dyna-Sys gearing for greatest efficiency and stability
• Hollowtech II design maximizes stiffness while keeping weight to a minimum
• HG-X chainring tooth profile and Dual Spike provide unparalleled assertive front shifting
• Precision two-piece construction for perfect chainline and chainwheel alignment.
• Carbon / Titanium composite middle ring adds rigidity for better shifting, increases service life, and smoothly delivers powers to the cassette.
• Q-factor reduced by 3mm per side compared to triple
• Outboard bearings maximize stability and stiffness
• Estimated weight: 698g w/threaded BB

2011 Shimano 10 Speed Rear Derailleur

RD-M980 – XTR Shimano Shadow Rear Derailleur

• Low Profile Shimano Shadow rear derailleur design
• Top normal spring design to mesh with the more common choice of RapidFire shifters for trail / all-mountain riding
• Main body spring tension works well with full outer casing and creates more consistent shift effort throughout entire cog range
• Carbon fiber outer pulley plate for light weight / Aluminum inner pulley plate for rigidity and durability
• Sealed bearing guide and tension pulleys
• Available in medium and long cage (GS and SGS)
• Total capacity: 41T (SGS), 35T (GS)
• Estimated weight: 175g

2011 Shimano XTR Shifters

SL-M980 RapidFire Plus Shift Lever for double and triple

• Front shifter features mode converter for use on either double or triple front chainwheel
• VIVID index creates tactile rider feedback while maintaining low, linear shifting effort across the entire cog range
• Instant release for quick accurate shifting and multi-release for shifting several gears at a time
• 2-way release trigger allows thumb or finger actuation
• I-Spec clamp options for lightest weight when combine with XTR brake levers (shown below)
• Multi-bearing construction for greater durability and reduced effort
• Estimated weight: 195g/pr (I-Spec), 207g/pr (traditional clamp)

2011 Shimano XTR Brakes

BR-M985 and BL-M985 – Hydraulic Brake System for XC and Race

• Integrated barrel reservoir design with split clamp is compact, light weight and easy to work on
• 13mm wide two finger brake lever with ergo pivot offers efficient input, smooth operation and features anti-slip dimples on surface
• Over-sized full ceramic piston is light weight, rigid and insulates the system from heat
• One piece caliper is incredibly rigid and has a lightweight aluminum banjo for universal fit
• Higher Power hose (compares to Saint SM-BH80)
• One-way bleeding and improved oil routing through the caliper results in higher integrity and quicker bleeds.
• Al back plate with resin or Ti back plate with metal compound brake pads offer the best blend of lightweight and tunable braking power
• Ispec compatible
• Estimated weight: 215g front / 229g rear

BR-M985 and BL-M988 – Hydraulic Brake Caliper System for Trail

• Integrated barrel reservoir design with split clamp is compact, light weight and easy to work on
• Short stroke Servo-Wave mechanism has less freestroke and 25% greater lever input to suit more aggressive riding
• 14mm wide two finger brake lever with ergo pivot offers efficient input, smooth operation and features anti-slip dimples on surface
• Over-sized full ceramic piston is light weight, rigid and insulates the system from heat
• One piece caliper is incredibly rigid and has a lightweight aluminum banjo for universal fit
• Higher Power hose (compares to Saint SM-BH80)
• One-way bleeding and improved oil routing through the caliper results in higher integrity and quicker bleeds.
• Ice Technologies finned brake pads come standard for maximum heat control and fade reduction
• Ispec compatible
• Estimated weight: 247g front / 261g rear

2011 Shimano Trail Clipless Pedals

PD-M985 – SPD / Platform Trail Pedal

• A new platform designed specifically for trail use
• 158% more shoe/pedal contact vs. M980 with a 5.8mm wider platform
• Wider bearing placement provides great pedaling stability
• Integrated pedal cage allows for continuous pedaling even when not clipped in and better pedaling stability when cleats are engaged
• The cage also provides binding protection from rocks on rough trails
• Oval shaped axle body housing allows mud to more easily flow through
• Estimated weight: 398g

Some Thoughts On The 2011 XTR MTB Component Group

Off the bat, it is obvious that Shimano put a lot of work into this new XTR lineup. With a lot of improvements across the board (outside of the 10 speed change), the new XTR groupo promises to keep mountain bikers drooling for a couple more years. It is also nice to finally see Shimano come up with a direct mount shifter that integrates with the brake lever for easy mounting and less bar clutter. For sometime, SRAM has had their Matchmaker and this has proved to be a reliable, easy to install solution, so Shimano stepping up and offering a similar setup should be a relief for those that like to run Shimano shifting and brakes.

I am also liking the introduction of a triple ring setup into the market of 10 speed shifting. With the introduction of 2×10 mountain biking components, there were a lot of riders already worried about the loss of a 22T granny for cranking out the steep, long climbs. Even with the addition of the 36T rear, there are riders that will prefer dropping it down in the front for a more “sit and spin” approach to climbing up the hill.

Shimano has done what every component maker tries to do with a new launch. They brought something new to their lineup and make it stronger and lighter. Unfortunately, that probably also means it is going to be a bit more expensive…

Find out more about the new Shimano 10 speed component groups at dynasystech.com.

New RockShox Release: Reba RLT 140mm 29er Fork

For sometime now, we have been waiting on a competitor for the Marzocchi 44 29er fork (review). The market was in need of another 140mm travel 29er suspension fork to bolt up to the growing market of longer travel 29er mountain bikes. Finally, RockShox has stepped up and they are going to have their Reba RLT 140mm 29er fork ready mid-July! I got word from the crew over at Niner bikes that they are actually going to have this fork in stock next month for drooling W.F.O. 9 and R.I.P. 9 owners looking for a better option than the stock Marz.

Now…in my opinion, while this is a much better option than the Marzocchi and it going to be a sweet fork…it is still not want I want to see in the market for longer travel 29er mountain bikes. Ideally, I would like to be running a 35mm stanchion version of this fork to match the incredible stiffness out of frames like the W.F.O. 9 we reviewed (review) previously. The good news…it looks like the fork manufacturers are catching up and that might not be too far off in the distant future. In the meantime, this Reba will be a welcomed change for the 29er crowd.

From the Niner Newsletter:

Looking for new fork options for that W.F.O. 9 you have been jonesing to build? Want to up your ante on a R.I.P. 9? The new Rock Shox Reba RLT 140mm might be the perfect answer. With the same solid construction as the rest of the Rock Shox line, the new Reba will help expand the fork choices for your new long travel 29er!

The word from Rock Shox is that we will have our first batch of this fork in stock the third week of July. Contact your Niner dealer for details and to order.

RockShox Reba RLT 140mm 29er Fork Details:

• Forged, Hollow AL-66 TV Crown
• 32mm 7000 series aluminum upper tubes
• Magnesium lower legs
• Power Bulge reinforces the lower bushing for increased stiffness and durability
• 20mm Maxle Lite
• Taper Only
• Maxle Color may vary

You Voted: The SRAM vs. Shimano Poll Results

Honestly…I can’t say I am too surprised. These two heavyweights of the mountain bike component market have been going at it for awhile now. Ever since SRAM stepped up its game with the X series and 1:1 actuation ratio, Shimano had lost its lack of competition in the world of dirt. With two different component makers competing for the same riders, each has their own series of positives and negatives associated with their contrasting products. Let’s take a look at the results.

Results: The SRAM vs. Shimano Debate

It was a close race…a painfully close one. It actually got to the point that a reader emailed me saying the poll was broken…it must be giving a vote to both at the same time on every vote. Well…I assure you the poll ran correctly, it was just that close throughout the entire voting process. SRAM and Shimano were each on the top spot about a dozen times before this was all over.

Now…the poll is great but what is the interpretation of this test in preferences amongst mountain bikers on Bike198?

Bike198′s Impressions Of The Poll Results

1. Ask This Question 5 Years Ago – If you would have asked this question 5 years ago (or even just 3 years ago), I think the outcome would have been different. With increasing press around the XX system from SRAM and their ability to get spec’ed on more OEM rides, we are seeing more SRAM components on the trail every year. Shimano’s stronghold on the mountain biking world is starting to loosen as a real competitor is providing components at the level Shimano has for years. The dance has begun on the new 2×10 products and SRAM is poised to make it a full out war with their new products and branding strategy. It is going to be interesting to see how this one plays out.
2. It Is Always Going To Be Close – If you hold the quality of the products as a constant and look a the long run, this is going to be a close race for awhile now. There are those that will not run anything but Shimano, there are those that will not run anything but SRAM and then there is that last crowd that just rides anything that comes spec’ed on the bike. With the quality of our complaints in the component industry for mountain bikes (in other words…we don’t have much to complain about with these two), there is going to be a constant dance for the top spot.
3. We Are Stuck – We are looking at the two component manufacturers for mountain bikes for a long time. The amount of progression it has taken to get to this point and the high up-front cost it would take to even try to compete in this market is going to prevent anyone from entering in and shaking up the boat for awhile. Time to pick your camp…you are not going to have another option for quite sometime.
4. There Isn’t A Bad Option – We might shoot our mouths off at the trailhead about which set is the best, but in all reality…there is not a bad option in the mountain bike component industry right now. After putting in some serious time on Shimano’s SLX groupo, I can honestly say that everything right now is performing at a level that was unheard of several years ago. We are extremely spoiled from SLX and X7 to XX and XTR. It is a great time to be a mountain biker as technology and dependability are racing forward faster than we can keep up. Remember the days of STX-RC and old school grip shifters on Shimano derailleurs? Those days are gone and now we have real performance.
5. Shimano Should Be Scared – This poll in the mountain biking world is a sign of the times for the road biking community. As SRAM continues to pick up momentum in the skinny tire’d side of things, they are going to eventually end up with the same poll results. That means that Shimano has to lose market share for that to happen.

There are our thoughts on the SRAM vs. Shimano debate. Congratulations goes out to SRAM for pulling out the win in this tight race for component supremacy.

What do you guys think about the results?

Review: Maxxis Ardent 2.4 26" Mountain Bike Tire – 26×2.4

Gone are the days of 1.8 tires pumped up to 60 psi as we bounce off of every rock and root on the trail. Larger 2.3 and higher mountain bike tires are now finding their way onto recreational riders with 5.5″ travel mountain bikes to increase grip and…with new tread designs and rubber technology…riders are able to get this higher volume and more grip with lower rolling resistance and weight than ever before. The mountain bike component market is really starting to cater to the group of riders that want more out of their tires without lugging around full out DH casings on the trail.

The Ardent 2.4 is Maxxis’ answer to those riders looking to get more out of their rubber, so let’s take a look at this tire and see how it did on the trail.

Maxxis Ardent 2.4 26″ Mountain Bike Tire Specs

Before we bury this thing into rocks and roots, let’s take a look at the pure numbers. Now, keep in mind that these measurements will vary depending upon application as the widths are dependent upon your rim width and tire pressure. The specs were obtained at 25 psi on a Specialized Roval Traverse AL rim which is spec’ed at a 20.8mm inside width. Wider rims and higher psi will widen the width specs while narrower rims and lower pressures can narrow the specs.

• Test 2.4 Weight: 820g (claimed 815g)
• Casing Width: 2.23″
• Outside Tread Width: 2.335″
• Est. Tire Height Off Rim: 2.3″
• Rubber: 60 TPI/60 Durometer
• MSRP: $48.00

The Maxxis Ardent 2.4 tire features a pronounced ramped center knob pairing followed by a squared off, smaller secondary tread pairing. The transition section has one smaller tread after each center section that goes into a pronounced H knob and then a two staged, stacked side tread.

From Maxxis.com:

An aggressive tread in high-volume casings distinguishes the newest addition to Maxxis’ downhill and mountain disciplines. Designed with great traction in mind, the Ardent doesn’t forget the racer. Large block-style side knobs offer numerous edges for high-speed corners. Center tread, while designed for braking and accelerating traction, also features ramped knobs to minimize rolling resistance. With a wide variety of size offerings, the Ardent captures every mountain rider’s needs.

• Designed for traction
• Low rolling resistance
• Lightweight, high-volume, single-ply casing

Review: Maxxis Ardent 26×2.4 Mountain Bike Tire

Ok…so let’s get at it and get these monsters from Maxxis dirty…

First Looks and Mounting

We ended up throwing the Maxxis Ardent 2.4 26″ tires on a series of 5.5″ and 6.4″ travel bikes to get an idea of how it would perform on the vast majority of the mountain bikes on the market today. Having previously reviewed the 29×2.25 and the 2.6×26 DH casing versions of this tire, we had high hopes for this “do-it-all” 2.4 tire out of Maxxis.

At first glance, the Ardent looks big. Despite what the numbers look like above, the Maxxis Ardent 2.4 has a large stance on your rim and a ton of volume for the size. Given that the measurements were taken at 25psi, the Ardent comes dangerously close to the claimed 2.4 width. For those of you that are familiar with other tires in this category from Maxxis, the close to claim width is a welcomed change. The Ardents mounted up easily to the Specialized rims as well as the DT Swiss 5.1 and Stans Flow rims they were mounted to on other rides.

The green hot patch on the Ardent really isn’t my style, but that is purely personal preference so I’ll let you make your own judgments there. I really wish they would have gone with something a little bit more neutral and not quite as loud to look better on different styled bikes.

On The Trail With The Maxxis Ardent 2.4

An 820g 2.4 mountain bike tire is designed to take on all aspects of the mountain on your mid travel mountain bike. So how did it do on the trail given the wide range of applications this tire is designed around?

Just Rolling Along

The first thing you notice when you get the Maxxis Ardent 2.4 rolling is how easily you can get this tire moving. Compared with other 2.4′s on the market, the Ardent has really low rolling resistance. The rounded profile matched with the ramped center knobs make this tire a great option for all day hammers in the woods. When you are just pedaling along, you don’t feel like you are having to push the tire forward…it just rolls. For those of you that are not used to larger size tires, you will have to get used to the 820g weight, but at least you will not feel like you are pedaling in sand.

Climbing On The Ardent

Overall climbing traction in the rear is pretty good thanks to the really high volume of these tires. When things get loose and sandy, you might get some slippage due to the ramped knobs, but in most slow climbing situations…correct tire pressure matched with the volume tends to wrap around objects in the trail providing you with adequate traction. Again, the ramped knobs allow the tire to get up and moving quickly, so outside of the weight, the tread pattern makes for a great rear roller.

Gravity Assisted Riding On The Ardent

When things get pointed down, the 2.4 Ardent from Maxxis really comes alive. This high volume tire loves to be pushed hard into corners and the 60 TPI casing does a great job of keeping the tire’s profile together under hard hits and preventing pinch flats at lower pressures. I started running these tires at about 28 psi (roughly 190 lbs riding weight) and found myself continuing to lower the pressure on the trail. The Ardents really love for you to run as low as pressures as possible as the grip continues to increase as you do.

The 60 durometer rubber does a great job of grabbing rocks and roots as you continue to push the limits. The H knob and stacked, two stage side knob hold corners very well in rough situations at the threshold. I could really trust the front when plowing into rooty corners or coming off of midsized drops. When the trail gets on the sandy side of things, the tire can tend to get a little bit loose as the low transition knob and ramped center knobs want to skate over the loose instead of dig into it.

Under braking, the Ardents did a good job of hooking up and slowing things down in hardpack and technical trail. Again, on the looser trail conditions, there was more tire lockup and sliding, but I have not been able to find a tire that does well in those trail conditions. Loose braking is just one of those situations where you really have to have some brake control outside of relying on the tires to do all of the work.

Overall: Maxxis Ardents 2.4×26 Mountain Bike Tire

The Maxxis Ardent 26×2.4 is a perfect tire for riders who want to get more technical in their riding (or already are) but still want a faster rolling tread for full days in the saddle. During our testing, we found that matching the 2.4 Ardent with a smaller, lighter rear tire was the ideal setup. In one case, we actually used a 2.25 version of the tire in the rear mated with this in the front. The Ardent 2.4 has enough volume, durability and grip for the hardcore tech junkies, but you will notice that it does not perform as well as some of the heavier, non-ramped tread patterns in loose trail conditions. Basically, what you gain in rolling resistance performance you give up in loose grip performance. That is a pretty normal situation in tread designs.

While the low transition knob looks like it doesn’t do too much for riders that like to spend a lot of riding time on that section of the tire, combined with the multi-stage side and H knobs, the Ardent does a great job at gripping in between the center and edge of the tire.

Positives: Maxxis Ardent 2.4×26

• Low rolling resistance.
• Respectable weight for a 2.4.
• Close to claimed weight and width measurements.
• Crazy grip in technical and hard pack trail conditions.

Negatives: Maxxis Ardent 2.4×26

• Green hot patch may not match your rig.
• Some sliding in loose trail conditions.

If you are looking to get into the higher volume, more grip side of things on your 5.5″ and up mountain bike, the Maxxis Ardent is the first one I would send you to as a front tire. With the high weight and high width, riders used to the lighter side of mountain bike tread may have a hard time running it as a rear, so throw one up front and start burring it into everything you can find. Just remember to run the pressures low and trust that it is going to stick.

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Where To Buy Your Own Maxxis Ardent

MAXXIS ARDENT STEEL BEAD TIRE

MAXXIS ARDENT FOLDING TIRES1

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Battle Of The Titans: SRAM vs. Shimano Mountain Bike Components

As with any great battle amongst the top two competitors, there is a decided split amongst the masses as they choose sides and defend their choice. In the mountain biking world, there is no greater rivalry in the component market than SRAM and Shimano. Each with their loyal followers that scream their greatness from the mountain tops, SRAM and Shimano each offer something a little bit different from the guy down the street in the pursuit of component part supremacy. So it begs the question…which camp do you reside on and why? Are you a bulletproof 1:1 actuation ratio freak or do you prefer the crisp action of Shimano’s 2:1? With the component parts innovation race on…which side are you on?

[poll id="24"]

First Look: SRAM 10 Speed MTB Components – X0, X9 and X7

With Sea Otter coming to a close, manufacturers throughout the mountain biking industry have released some new offerings at the beginning of the season for the rest of us to drool over before they hit the shelves and retail bike lineups. The biggest news of the year is the movement towards 10 speed drivetrains on mountain bikes, and SRAM has jumped in head first by supplying a complete line of 10 speed shifting options ranging from their budget X7 groupo to their high end X0 components.

SRAM’s 1:1 actuation ratio has been a long time favorite of the crew at Bike198, so let’s take a look at each one…

SRAM X0 10 Speed Mountain Bike Components

SRAM X9 10 Speed Mountain Bike Components

SRAM X7 10 Speed Mountain Bike Components

Thoughts On The New 10 Speed Groupos From SRAM

Outside of my personal opinions about 10 speed mountain bike components, the new offerings from SRAM look incredible. Their new way of handling “families” within the different brands has a strong branding presence centered around a high contrast look that is going to really bring the brand together and look great on bikes in the future. Each component is carefully laid out and there is a wide range of options (I typically mix and match with X0 and X9) for riders in multiple budget levels. One of my main concerns with the new 10 speed component setups was price, and SRAM answered that one quickly with the X7 group.

Having been a 2×9 rider for quite sometime, I would like to see an option for bashguards on the new 2×10 cranksets. On previous 3×9 setups I have run in the past, I was not worried about ruining the outer most ring due to its low use, but with a 2×10 setup, that outer ring is a lot more crucial. Some protection with the aid of a bashguard would keep the teeth in tact for a longer period of time in my riding style.

Centering this group around the Elixir platform (see our review on the Elixir CR’s here) really strengthens this group and finally…SRAM has a complete lineup that can really compete with the SLX, XT and XTR packages from Shimano. In previous generations of SRAM components, there was the illusion that they were not completely competing with Shimano due to different branding across the lines. Now…SRAM can promote the new groupos as complete groups with “family style” branding. This is a strong, positive move on SRAM’s part in the long run.

We will have to wait and see how these new groups perform on the trail, but…so far…it looks like a very strong offering from SRAM as we get into the peak season of 2010 and beyond.

Pictures from http://sram2x10.com/

First Look: Formula RX Hydraulic Disc Brakes for Mountain Bikes

The crew over at Formula Brake USA sent over a set of the RX hydraulic disc brakes for mountain bikes to review on Bike198.com. This brake from Formula rounds out the bottom end of their lineup but still offers some great features for mountain bikers looking to upgrade their current cross country or all mountain rig. Before these new brakes from Formula get bolted up with 180mm rotors to the Turner 5.Spot for review, let’s take a look at the pictures and specs.

Formula RX Disc Brake Specifications

From Formulabrakeusa.com:

The RX is a brand new offering for 2010 from Formula featuring a radial master cylinder combined with a 1 pcs caliper which houses 22mm diameter pistons. This translates into lots of power and modulation while keeping the weight at a category leading 351g. the RX is the perfect brake for any XC or AM/Enduro application.

Master Cylinder

• Radial master cylinder (M/C)
• Patent-pending high capacity, integrated reservoir
• Removable handlebar clamp
• Flip-flop master cylinder assembly
• Laser etched logos

Caliper

• 1-piece caliper body with 22 mm pistons
• Post mount style w/adapter
• Top and bottom vented caliper body
• Laser etched logo.
• Top loading pads simplify pad changes

This review set is the black caliper with blue piston cap, but these brakes are also available in white as you can see on the Formula website.

Initial Thoughts On The Formula RX Disc Brakes

As you would expect out of any Formula disc brake for mountain bikes, the build quality is excellent. As you hold the brakes in your hand, you can tell their Italian birth was handled with the same care as their top of the line stoppers. As with any “budget” brake, there are some features that will be missing that you pick up as you move up the line. With the RX, you do not get a carbon lever, tool free adjust or pad contact adjust, but you do get a high quality brake for the price.

Personally, I prefer black brakes on my rigs, so the color choice that Formula sent over fits my needs perfectly, but the white does look pretty good for those of you that want the brakes to pop off the frame.

I am looking forward to getting these bolted up and see how they stack up against the competition and the previous generation K18′s. Stay tuned for more…

Where To Buy

FORMULA RX DISC BRAKE

First Look: Specialized Purgatory 29×2.4 29er Mountain Bike Tires

Towards the end of 2009 and the beginning of 2010, we started to see the 29 inch wheel size for mountain bikes get some big rubber. There were other companies on the market that were providing large widths with high volume, but that normally came with a lower, faster rolling tread pattern to appeal to the lighter end of the 29er spectrum. With the introduction of more capable AM styled 29ers (Niner R.I.P, Niner W.F.O. 9, Turner Sultan, etc.), the need for more aggressively styled tread patterns on 29er tires became a serious need.

First Look Specialized Purgatory 29×2.4 MTB Tire

Specialized has been known to provide some incredible tires to the 29er market. The Resolution (now discontinued) was a crowd favorite amongst almost all of the 29er riders I know. This Purgatory 29×2.4 mountain bike tire from Specialized Bicycles brings the aggressive tread pattern found on the 26 inch version to the larger wheel platform. With blocky tread and pronounced transition and side knobs, this high volume, wide tire promises to provide the grip needed to pilot longer travel 29er mountain bikes.

To start this review process, the Specialized Purgatory’s are going to hit the rigid Wolfhound and get some work on a Niner R.I.P. With this sharp contrast, we should be able to get a real idea on how these new tires from Specialized perform with different riding conditions.

Specialized Purgatory Specs

From Specialized.com:

Big jobs require big equipment. The Purgatory has big volume in its casing and monster traction, with biting side and center knobs when conditions turn soft. 420/D1 Control Casing for improved cut resistance.

• 420/D1 for 15% improved puncture and cut resistance
• Bead: Aramid
• Center Compound: 70a
• Shoulder Compound: 60a
• 2Bliss ready
• 29″ x 2.4 approx. weight 675g, PSI: 35-65*

First Look: The Hive Fifteen.G Mountain Bike Cranks

The Hive bike components sent over a set of their triple ring Fifteen.G cranks for review on Bike198.com. I first became aware of The Hive components with their introduction of a unique hub coined the Chub, so I was floored to get in some of their components.

Triple Ring Fifteen.G Cranks from The Hive

From bythehive.com:

Fifteen.G brings you cutting edge mountain bike components. If we can’t engineer a product that provides a tangible benefit, we’d just as soon work on something else. (Don’t expect to see a Fifteen.G (insert something stupid here) any time soon. Just saying.)

The Fifteen.G crankset uses a novel combination of features to provide a class leading value in a lightweight cross country/all mountain crankset. Total weight with bottom bracket: 802 grams.

Forged and CNC machined arms are attached to a 30mm aluminum spindle using a proprietary polygon interface (Based on DIN 32711 P3). The cranks spin on an oversized external bottom bracket bearing system, including an integrated non-contact shield.

• Weight: 711 grams
• Arm Material: 7050 AL
• Arm Lengths: 170, 175, 180
• Spindle Material: 7050 AL
• Ring Material: 7075 AL
• Ring Sizes: 44/32/22T
• BB Shell: 68, 68E, 73, 73E
• Chainline: 50mm
• Colors: blackout

Fifteen.G Cranks: Initial Thoughts

Out of the box, the Fifteen.G cranks from The Hive are impressive. The quality craftsmanship of the cnc arms is amazing with a great black coating that appears to resist scratching. I am a sucker for black cranks (even had all of my Shimano XT’s powdercoated black) so the all black color scheme is really appealing.

I haven’t mounted the cranks to a bike yet, so I am not sure about the proprietary axle setup until I really dive into the install. These did come shipped with the optional bottom bracket that is a nice polished aluminum.

So far…looks like a promising, lightweight crank from the group over at The Hive. Now…I just need to get them mounted up and dirty.

More On The Hive

Established in 2008, The Hive is committed to improving cyclists experience through the relentless application of engineering and design principles. Based in Petaluma, California, The Hive also has offices in San Luis Obispo, California, and Taichung Taiwan. The roots of The Hive brand were set in place by years of personal experience as cyclists and members of the cycling industry.

Every member of The Hive is an avid cyclist, and was drawn to the industry from a basic love of cycling. Now through The Hive, they intend to improve the experience of cyclists everywhere by developing products that are distinguished by innovative technical features, superb engineering, and industry-leading finishing. Products produced by The Hive will set the standard by which other products are measured.

Learn more here.