Words by Mike Wallace. Photos by Jordan Manley unless noted. Date: 2010-06-28

After spending two solid days riding the new V10 Carbon at the Whistler bike park I can say that it is no longer a niche bike.  It is still a nice bike – actually nicer than ever – but it is no longer a niche bike.   (more…)

Source: http://dirt.mpora.com/news/leatt-dbx-comp-neck-brace.html (Dirt Magazine)

June 23rd, 2010 @ 4:58 PM | Author: billy

Leatt have just produced a mountainbike specific neck brace the DBX Comp which is based on the original GPX Club. The guys over at Hotlines have just sent one down to us to have a gander at.

The DBX comes in two models the DBX Ride at £229.99 and the more adjustable DBX Comp,which is what we’ve got here, is £349.99.

One of the main differences over the GPX is the low-profile shape which apparently is “designed specifically to meet the specific range-of-motion needs of cyclists”

The other key features are:

• The brace is constructed from glass-injected Nylon, whereby microscopic glass beads are infused into the plastic to increase its bond-strength. This makes for a controlled, stronger brace, without compromising the wearer’s safety.

• Certain parts of the brace are constructed from carbon-fiber that is reinforced with Kevlar®. This helps prevent the parts from shattering and sharp edges to protrude.

• At the back of the brace, fitting firmly on the muscles surrounding the spine, sits an engineered thoracic member that keeps the brace in position during an impact. This strut is designed to snap off at a certain force (roughly, one third of the force it takes to injure the spine).

• The rear-upper support acts as a crumple-zone, giving way under a severe load.

• A unique cut-out section ensures the brace and helmet helps avoid contact with the collarbone.

• Rounding off the construction of the brace is shock-absorbing Bio-foam. Biomechanically designed to help cushion the chin and contain the brace material in an accident, Bio-foam is also fully replaceable and machine-washable.

• The brace features two red-coloured clips that identifies emergency openings to paramedics.

• Leatt-Brace® is the only neck brace system that is CE certified (according to Personal Protective Equipment directive 89/686/EEC) and every product has been chemically tested and certified, so it is free of lead and other harmful additives.

• Maximum adjustability on the DBX Comp brace is achieved through six independent adjustment points and the brace is adjustable to suit most individual rider’s needs.

• Weight: approximately 790g ± 50g.

Ours tipped the office scales at 844g, we’ll let you know how we get on with this one and if it’s any better than the GPX.

Pete from Hotlines has sent us a series of top tips for achieving the perfect fit from the Leatt DBX brace (presuming you’ve used this sizing chart to buy the right one)

1. Using a 3mm Allen key, slacken off the bolts enough to allow you to move the plate into its lowest position. This will allow the greatest range of movement without compromising the safety of the brace.

1a. Repeating the above process for the front plate. Again, this will allow the maximum range of motion.

2. When fitting the Thorasic plate, position it with the two plates outboard of the carbon insert. This will effectively move the upper part of the rear plate further away from the base of the helmet, improving clearance and improving freedom of movement. A wedge is supplied in the box to angle the Thorasic so that it makes proper contact with your back.

2a-b. With the Thorasic in its most inboard position, fit the brace around your neck and allow it to rest freely on your shoulders. The brace is supplied with a 10mm spacer pre-fitted. With the brace on, breath in until your lungs are full. If the brace is sized properly, it should just start to squeeze against you when your lungs are full of air. If the brace is too big or too small, remove the spacers by using a 3mm Allen key to release the spacers. A 0mm, 10mm (pre-fitted), 20mm and 30mm spacer are supplied with every brace to get the perfect fit.

3-5. To further increase the clearance on the rear plate, by loosening the same bolts as in part 1. This will loosen off a plastic nut with a metal thread. This nut has a stud that is used to keep it running in the bolt holes. This stud is fitted between the bolt and the brace. By flipping the nut so that the stud is above the bolt, you can achieve an additional 2mm clearance at the bolt which equates to the almost 1cm at the end of the rear plate.

The specs and more photos of the Santa Cruz Carbon V10.4.

Photos:Gary Perkin/SantaCruzBicycles

Dirt magazine has been given exclusive access to Santa Cruz’s testing session for their all–new Carbon V10.4 downhill frame. Steve Jones is our man on the ground, and here is what he had to tell us:

Photos:Gary Perkin/SantaCruzBicycles.

6th May. Lousa, Portugal. 8.30am

The entire Santa Cruz Syndicate team are here in Portugal to begin testing on the new carbon V10 bikes. Company owner/founder Rob Roskopp is here, Chief Engineer Joe Graney, Product Manager Josh Kissner. Yup the full Syndicate…Team Manager Kathy Sessler, spanner men Doug Hadfield, Rick Clarkson, Peaty, Minnaar and Bryceland, photo man Gary Perkin, and Sram BlackBox manager John Cancellier. Not only that but Cedric Gracia is providing his inimitable presence. It’s only breakfast time but the place is buzzing. It’s no wonder really, the bikes look amazing.

Up ahead is Lousa downhill track on which they have been conducting the first testing. That’s after a few hectic days. Rick and Doug have been building the bikes flat out and they are now one day into riding. First thoughts from Steve Peat, “It looks amazing and it’s awesome. For sure I will be riding it at Maribor. Didn’t know how they could make the V10 better than it was but this is my new race bike for sure.”

Greg Minnaar is equally upbeat. “It’s a bit longer than the bike I rode last year, it’s definitely different, it outperforms on physical tests, subtle but different. More than anything it’s been the whole process. The bike has been in the pipeline for two years, the first carbon XC that was such a nice change from aluminium, then the Blur LT which was also amazing. They’ve brought V10 out after a lot of testing. I’ve ridden all those shorter travel bikes, so knowing the process it is what I expected and it’s definitely an improvement.”

And Bryceland, he’s just got up. “Carbon. It has been tricky knowing whether to use 8.5″ travel or the 10″ setting. Top and bottom of this track are quite different. Top section is rad with short setting, but the bottom is faster so you are more tired, I couldn’t get that part as fast as with the longer setting. Then swapped around then I couldn’t get top section quite right, but bottom was way quicker. Been timing and I am now on the longer setting.”

After massive anticipation the new downhill bike looks very much on its way to full production. I asked Rob Roskopp how long they had been waiting to get ridden. “Made up medium first and got lab testing done in March. We had to do away with any doubts, they are well over–built. Greg rode in Santa Cruz last week.”

V10 CARBON
Visually it’s very different, loads lower than previous. Sleeker and no doubt faster. The weight difference is obviously up there on the list of changes.

TRAVEL
It can be swapped between 8.5″ and 10″ and a range of settings and geometry. Headtube in 10″ setting can go between 64 and 66 degrees and IN half degree increments. IN THE 8.5″ setting 63 and 65 degrees. It’s a full degree slacker. But you can do whatever you want.

“The front triangle has 125mm headtube with 1.5″, about the same as last year’s custom frames for the Syndicate. The team have very unique set ups, each thought they were on frames totally different but really they were the same. Production wise large is longer. Reach and stack is what people discuss mostly – about 20mm longer on large than it was, and the medium is longer as well” says Joe Graney

ADJUSTABILITY
Why with adjustability? “People have difficulty knowing the advantage of a ten–inch bike. Different people have different preferences depending on where they ride. You need the adjustability of adjustable travel.”

Bottom bracket has stayed the same between last years. 14.75″ in long travel, and in 8.5″ mode its 14″

LINKS
Top link. BMC (bulk moulding compound) carbon link. The previous had a foam centre, this process is now the same on other bikes. Directional material inside. Solid carbon link now.
Lower link. Bearing is now housed inside lower link. Rubber lip seal, double seal bearing and larger diameter axle. Same style as all VPP bikes now.

SHOCK RATE
Tweaked shock rate slightly, now running 9.5″ x 3.0″ shock, which was what they were racing on aluminium bikes last year. Things might change on testing but they will be pretty invisible. Major difference is that in the 8.5″ setting it now feels like there’s not as much suppleness on the beginning of the stroke compared to the longer bike.

WEIGHT
900g less than what they raced on last year. Production weights to be determined.

STANDOVER
Standover way lower. “Way the hell down”.

MATERIAL
Half inch of carbon up front. “We couldn’t break it in test lab. Casing a jump? Forget it, the jump will break first!”

SWINGARM
The swingarm is identical to the Driver 8. Maxle rear end. The crucial point is that it’s made of aluminium.

Santa Cruz are keen to point out that this is not an official bike launch as such. Joe Graney continues the story before we head off up the hill. “We’ve still got some way to go. It’s not signed off yet. If it was all done the guys would just go and be racing it. That’s why we are all here to work through things and get some quality testing done. Everyone seems pretty stoked though even after just a day.”

This is an important bike for Santa Cruz. It comes at a key time when a few other companies have been lowering the weight. It’s crazy how many new bikes have been coming out of Santa Cruz recently. Just before we head onto hill I grabbed Roskopp again and asked him how the riders were feeling. “Changing direction appears to be different, it’s quicker. The bike is more predictable at the front end. The guys have been commenting on how much easier it feels to be manualling through sections, changing lines quickly. Stiffness and weight. Some of the guys said I was like a kid in a candy shop when they first arrived. We’ve launched a lot of stuff in last six weeks, but it is great to be here going through performance stuff with the riders.”

Finally how come the move to carbon? “We are all impatient and want to improve stuff. The learning curve in carbon has become extremely quick. Carbon wheels, weight and stiffness improvements. I’m all into performance. I can’t see myself riding aluminium again. But I’m lucky and can choose, the carbon is just that much better.”

OK, more later on the day’s testing. Check out full spec sheet to follow.

Steven Jones

With the launch of SRAM XX last year it was inevitable that arch rivals Shimano would soon follow suit and launch their own 10-speed mountain bike groupset.

Industry rumours suggested they would introduce the extra gear on their top-end group, XTR. But instead they’ve chosen to debut it on updated versions of Deore XT and SLX.

Shimano are calling their new drivetrain technology Dyna-Sys, and insist they haven’t simply added an extra cog to the cassette. In fact, they’re calling it “a whole new way of shifting.” Both groupsets will get new cranksets, chains, cassettes, derailleurs and 2-Way Release rear shifters.

Only a triple chainset will be available (42-32-24T) – an interesting decision, given that one of the main perceived advantages of a 10-speed cassette is that you can ditch a front chainring yet still retain an adequate number of gears.

The Big S say that having a wider gear range at the back, more closely spaced gears at the front, and improved rear mechs and shifters, creates smoother and more intuitive shifting, more efficient and powerful pedalling, and allows the rider to stay in the middle and largest chainrings for a higher proportion of the time.

“The larger the chainring size, the lower the chain tension, the lower the impact on rear suspension and ultimately the most efficient transfer of power,” they say. It should also produce a straighter chainline, which will reduce drivetrain-induced suspension movement on bikes with rear shocks.

Shimano also reckon the Dyna-Sys setup with its smaller large chainring (42T rather than 44T) and larger small chainring (24T rather than 22T) will reduce the number of ‘recovery shifts’ needed at the rear when changing at the front, making it easier to maintain your pedalling cadence.

Cosmetically, the updated groupsets will look identical to the current XT and SLX, and brakes and front shifters will be unchanged. All Dyna-Sys components will be inter-compatible, so, for example, you’ll be able to use an XT chain with an SLX cassette. However, Shimano say the new parts – which will be available from June 2010 – won’t be compatible with their nine-speed mountain bike components or 10-speed road components.

Deore XT Dyna-Sys

Cassette (CS-M771-10): The XT cassette is available in three configurations: 11-32 (not available at launch), 11-34 or 11-36T. To save weight, two three-ring spiders are used, along with an alloy lock ring. RRP is £59.99.

Chain (CN-HG94): The new HG-X 10-speed chains are directional (the right-hand side is optimised for front shifting and the left for rear shifting), so make sure you fit them with the logos on the outside. The zinc alloy plated XT version costs £34.99.

Crankset: At present only a triple crankset is available (24/32/42T), with alloy inner and outer chainrings, a carbon fibre/steel composite middle ring and a choice of four crankarm lengths: 165, 170, 175 or 180mm. RRP for the Hollowtech II unit is £189.99.

Front mech (FD-M770/1): A key aim with Dyna-Sys was to offer riders a range of front mech mounting positions in order to get the best possible chainline and minimise chain rub. The XT derailleur is available in four versions: Top Swing (£34.99), Down Swing (£34.99), Direct Mount (£29.99) or E-Fit (£29.99). It features a hollow link pin to save weight.

Shadow rear mech (RD-M773): The low-profile rear mech is available in GS (medium cage) or SGS (long cage) versions for £64.99. Both pulley wheels roll on sealed bearings (on current nine-speed XT, the guide pulley runs on a ceramic bushing).

Rapidfire shifter (SL-M770-10R): The new 2-Way Release rear shifter with alloy main lever and removable optical gear display is available on its own for £49.99 or with a front shifter for £89.99.

SLX Dyna-Sys

Cassette (CS-HG81-10): The SLX cassette is only available in two sizes: 11-34 or 11-36T. It doesn’t have its big brother’s second spider or alloy lockring. RRP is £49.99.

Chain (CN-HG74): As with XT, the SLX chain is directional. RRP is £29.99, and it comes in a grey finish.

Crankset: The SLX Hollowtech II crankset gets a steel inner chainring and glass fibre/steel composite middle ring in place of the XT’s alloy and carbon fibre/steel equivalents. It’s available with 170 or 175mm arms, for £139.99.

Front mech (FD-M660/1): The front derailleur is available in the same versions as the XT unit: Top Swing (£29.99), Down Swing (£29.99), Direct Mount (£26.99) or E-Fit (£26.99).

Shadow rear mech (RD-M663): Available in an SGS (long cage) version only, the rear derailleur costs £49.99.

Rapidfire shifters (SL-M660-10R): The SLX shifter does without its bigger brother’s alloy lever. Cost is £59.99 a pair or £29.99 for right-hand only.

Non-series

A cheaper non-series Dyna-Sys crankset will also be available, the FC-M552, in black or silver. It has solid instead of Hollowtech arms. Pricing has not yet been set for this crankset, and it may be an OEM-only product (ie. supplied with complete bikes but not available aftermarket).

SRAM’s 2011 X9 and X0 components are bookended by their already unveiled X7 and XX 10-speed components, so naturally you’ve assumed they will also be 10-speed. You’re right, they will be.

All four levels of components achieve the same end: providing 2×10 transmissions, TaperBore brake systems and integrated suspension, if only by colour. That’s pretty much the whole story, aside from the parts being differentiated by key technologies and materials.

We should tell you that SRAM want to call their component groupings ‘families’. There are two reasons for this. The first is that they’re more than just groupsets because they include suspension forks.

Secondly, while the XX and X0 components – cassettes, cranks, brakes, derailleurs and shifters – are all branded as either XX or X0, the X9 and X7 parts keep the names of their manufacturers: Avid, SRAM and Truvativ.

“We don’t want to be groups, we want to be families,” Tyler Morland, PR manager for Avid and RockShox, told BikeRadar. “We’re going this way, especially with X7 and X9, because we have an Elixir brake but it’s colour matched; this is why it’s not a group, per se. The suspension comes into play too, and it’s what sets us apart from our competitors.”

All of the components are meant to match. X9 is available in three colours, while X0 offers four. The first thing you will notice is that the stuff looks really good. It builds upon SRAM’s Design Your Ride colour choice and serves to usher in the second coming of colour to the mountain bike world; the first being the age of anodisation.

Furthermore, SRAM have trickled down their most impressive technologies so they’re attainable for all. X7 is 10-speed and has TaperBore brakes, X9 has a BB30 and PressFit 30 option, and X0 is 90 percent of the way to a XX group. “It’s weight and materials, that’s the big story [between the groups],” said Morland.

We don’t have pricing information at this time, but the parts should be available late in the year. Both new groups use currently available 10-speed chains from SRAM. Here’s a quick rundown:

X0

SRAM X0 10-speed rear derailleur: Features a new chassis with option of three cage lengths and four colours. Its carbon cage houses sealed pulleys that accommodate the 36-tooth cassette cog. Claimed weight is 190g.

SRAM’s New X0 10-speed rear derailleur, which is available with three cage lengths (medium pictured).

SRAM X0 10-speed front derailleur: The front derailleur uses X-Glide shifting and accommodates wide range 2×10 and 3×10 gearing. SRAM will offer both high and low direct mount options.

SRAM X0 10-speed trigger shifters: The shifters are offered for SRAM’s 2×10 and 3×10 systems with Exact Actuation technology, They’re MatchMakerX and Matchmaker compatible and available in four colours: black, red, gold and blue. Claimed weight is 232g.

Truvativ X0 2X10 crank: The X0 cranks feature X-Glide 2X10 and 3X10 shifting technology, with 26/39 or 28/42 machined 7mm alloy chainrings. The lightweight carbon crank has been built to be strong enough for trail riding and is available in four colours: black, red, gold and blue.

Truvativ Giga X Pipe (GXP) bottom bracket: The X0 group is paired with Truvativ’s GXP Team bottom bracket. The unit features a lower profile design with Gutter Seal technology and a tungsten anodised finish.

Avid X0 brakes: The new X0 brakes are similar to this year’s Elixir CR Mag, but without the magnesium master cylinder. They feature detented, tool-free contact adjustment, tooled reach adjustment and an aluminium master and calliper. They are MatchMakerX compatible and a front post mount brake with 160mm rotor is claimed to weigh 333g.

The X0 brake replaces the 2010 Elixir CR Mag model. It features an alloy master cylinder and caliper.

SRAM XG-1099 cassette: Like XX, the cassette is the jewel of the X0 family. It features X-Glide technology and the X-Dome billet steel cut design in which eight of its cogs are CNC-machined from one block of steel. It is available in 11-36 and 11-32-tooth configurations. SRAM claim weights of 208g and 186g, respectively.

X9

SRAM X9 10-speed rear derailleur: The X9 derailleur is offered in three cage lengths – long, medium and short – and three colours: red, grey and white. It is compatible with 2×10 and 3×10 Exact Actuation systems. The medium cage model has a claimed weight of 204g.

SRAM’s new X9 rear derailleur in red.

SRAM X9 10-speed front derailleur: The X9 derailleur is designed for a wide range 2×10 system with X-Glide front shifting technology. SRAM will offer both high and low direct mount options.

SRAM X9 10-speed trigger shifters: The X9 shifters use SRAM’s new 10-Speed Exact Actuation technology and are Matchmaker upgradeable. They feature a new top cap cable change port, new internal mechanism and new forged alloy thumb lever. To match the whole of the X9 family, three colours – red, grey and white – will be available.

Truvativ X9 2×10 crank: The X9 crank features hollow forged arms with GXP and BB30 spindle options. The chainrings are available in 26/39 and 28/42 configurations with X-Glide timed shifting technology. The spider is forged aluminium and the crank is available in the family’s three colour options of red, grey and white.

Truvativ’s hollow forged X9 2×10 crank.

Truvativ Giga X Pipe (GXP) bottom bracket: SRAM offer three bottom bracket models to complement their GXP cranks. All feature their Gutter Seal technology. The options are: Ceramic (ceramic bearings, red anodised finish), Team (custom steel bearings, tungsten finish) or XR (custom steel bearings, black finish). X9 is best matched with the Team or XR models.

Avid Elixir CR brakes: X9’s brakes aren’t branded with the SRAM family name; instead they retain the Elixir CR model name. They feature TaperBore technology with tool-free adjustment of both lever reach and pad contact adjustment. The pads now top load into the two-piece calliper. The brake offers a carbon lever option and is Matchmaker compatible. Though it’s not marked X9 it shares the family’s colour options of red, grey and white. Claimed weight for a front, post mount unit with 160mm rotor is 385g.

Avid’s Elixir CR with optional carbon lever.

SRAM PG-1070 cassette: The X9 PG-1070 cassette features a new semi-spidered design that uses PowerGlide shifting ramp technology. It comes in a 12-36-tooth configuration.

SRAM X9 hubset: SRAM finish their X9 group with a 32-hole, six-bolt disc hubset. The hubs have claimed weights of 165g for the front and 385g for the rear. They come with a variety of axle options including, at the front, 9mm quick-release, 20×110 through-axle or 15×100 through-axle, and at the rear, 135mm spaced quick-release or 142×12 through-axle.