Introducing The New Cobalt, Iodine, And Opium Wheelsets From Crankbrothers

When the founders of crankbrothers, Carl and Frank (get it? Carl + Frank = crank), first began developing a wheelset back in 2005, they wanted to create a wheel that had a more thoughtful design. In order to make something that is either stronger at the same weight, or lighter at the same strength, you have to use materials in a better, more efficient way. Carl and Frank wanted to completely pair up the spokes because paired spokes form a triangle, and triangles are the strongest geometric shape. This thought process lead to the design of the iconic and unique ::twinpair spoke wheelset, which was originally launched in 2008. Since then, we have continued updating the wheel design based on athlete feedback. In 2010, the 2nd generation wheelsets were launched with a new freehub design. Now, we are excited to share the newest generation of crankbrothers wheels.

Introducing the new cobalt, iodine, and opium wheelsets from crankbrothers.

Over the last two years, the engineers at crankbrothers have been focused on improving our wheel collection by redesigning the rim profile. With a design focused on strength : weight, the new rim profile is tuned for durability, lateral stiffness, and vertical compliance. We partnered with some of the world’s best athletes during our development and testing process to ensure that our wheelsets will exceed the demands of the most discerning and aggressive riders. With the addition of a 27.5 diameter, reduced prices on level 2 and 3 wheels, and full axle compatibility, the crankbrothers wheelset collection is an ideal upgrade to any mountain bike. As Hans Rey says, “crankbrothers wheels have been my loyal companions on many rides in the most remote corners of the globe.” Where will crankbrothers wheels take you?

“When we test new wheels, we train, practice, and race on the prototypes in all kinds of real world situations. The wheels get used hard, maintained, and replaced, so we can see where the weakest points are and report our findings and feelings on performance. The original MY 2008 opium wheels were pretty good for entering the DH wheel market for the first time. There were a few flaws with the freehub bodies, but those issues were resolved in the next generation hub. The MY 2010 opium wheels had the hub figured out, but the rims were too weak. This lead to a total redesign of the rim for MY 2014. Everything was considered: rim width, shape, height, material, joining, etc. With the redesign, we wanted a better seal for tubeless, more stability, a black option, as well as a rim that wasn't so hard and stiff it would flat, but that it could also hold up in rocks and big hits. These wheels have held up amazing with both tubes and tubeless, on a wide variety of terrain at speeds and under pressure. I think crankbrothers found a balance with the stiffness and width that takes impacts really well.”
- Jill Kintner, Norco International DH Team

Over the last 2 years, the engineers at crankbrothers have been focused on improving our wheel collection by redesigning the rim profile. With a design focused on strength : weight, the new rim profile is tuned for durability, lateral stiffness, and vertical compliance. We accomplished this by focusing on three key design elements in the rim profile: 1) internal lateral widths have been increased by 2mm on each model, 2) all sidewalls are 1.7mm lower, and 3) all rim depths have increased. We also focused on reducing weight in four key areas, including removing the original central I-beam, tapering sidewall thickness, reducing bead hook width, and reducing sidewall height. The reduced bead hook width and sidewall height, along with the curved tire well and non-perforated tire bed, also make the wheels incredibly easy to setup tubeless. After thorough FEA stress analysis, extensive machine testing, and hours of ride testing, we are certain that you can have confidence in the new collection of crankbrothers wheelsets.

Tech Specs

PROJEKT ROAM: Landscapes Vol. 2

If it wasn't for the colorful and diverse landscapes that decorate and geographically define our country, where would we ride? Landscapes is a film series that celebrates and depicts the fruit of the earth's time and toils with the elements that have helped to create and shape the terrain we mountain bike across today. Volume Two of Landscapes showcases several sides of the multi faceted trail systems found in Durango, CO. This elevated, mountainous country provides a plethora of variation and trail options for any mountain bike adventurer to explore.

Situated at 6,512 feet above sea level in the lush Animas River Valley, Durango, Colorado is a town that is as rich in culture, history, and outdoor recreation as the surrounding ore laden San Juan Mountains. The former mining town has it's own quirky, laid back vibe; an eclectic mix of mining town meets mountain town meets the west.

With a long standing reputation as a bicycling mecca, Durango turned out to be an optimum choice for us to spend time exploring on two wheels. Spiraling outwards from the hub of downtown, the countryside is magnanimous.

The ever present contour of rugged mountain peaks that define Colorado's high country seem to be synonymous with the horizon in nearly every direction.

The riding found in the higher elevations can be grueling with arduous ascents, sometimes leaving you thinking that your oxygen just might have been stolen from you like a thief in the night. But it doesn't really matter, because the descents and the surroundings, along with the whole experience, completely overpower those minute grumblings. Especially when you blast down the mountain with an ear-splitting grin while your entire focus and being are trained on the trail as it flashes by before you and still winds downward thousands of feet below you.

We spent some time wandering through the high country in the outlying mountain passes sprawled around Durango, it was as if you're taking a step back into time.

Abandoned ghost towns, ripe with dilapidated wooden buildings, endure the harsh winters and picturesque summers slowly succumbing to the inevitable forces of nature and time.

Old abodes, equipment, mines and mills in various stages of decomposition are often in view, blending in with the natural surrounds, silent and weather-beaten monuments of a time passed.

These artifacts of a different era made for remarkable, exploratory stops during our adventures in the high alpine single track wonderland.

Many of Durango's different riding areas provide trails that make their way through twinkling groves of aspen and meadows stippled with an abundance of flowers that range from every colour under the sun. This scenery is definitely more noticeable when you stop for a ride regroup.

There are numerous trailheads and trails to be found scattered everywhere about the city, it seems. An added bonus is that all of these different, local riding locations are unique unto themselves.

Rocky terrain and scrub brush dominate the landscape with clay coloured earth cushioning the tires' tread in some of the trail riding regions.

One of the things that makes this mountain biking haven stand out was the ability to spend a day on a trail that carried you through stands of pine passing an occasional crystalline lake if that is what you were in the mood for.

Or if you wanted a completely different ride the next day, it wasn't a problem to hit up a trail with manmade features including jumps, drops, and berms.

We happened to be in Durango during the summer months in which monsoon season dictates the weather pattern. Once this tumultuous weather hits, many a trail day can turn into an electrifying adventure.

A ride would start out with perfect, textbook weather. Over a matter of a couple hours, our senses would become bombarded with brilliant flashes of light accompanied by the sounds of roaring thunder.

The thunderheads sometimes brought moisture that turned the dirt into tacky trail heaven, or on other occasions, completely saturated us and the trail completely with torrents of rain. Whatever the ensuing weather brought, we knew we were always in for a thriller, hair-raising time.

Whether it's after spring snow melt, during the warm, sunny months of summer, or in the autumn, Durango is definitely a place with a genuine multitude of trails to ride and enjoy on a mountain bike.

 

Projekt Roam was founded by husband and wife, Colt and Jessee Maule in 2010. It has been their mission to travel North America in search of places that celebrate the unparalleled beauty and freedom of not only the bike, but the terrain we ride as well. Plan your own trip to Durango, CO and check out more photos, film, and riding locations throughout North America at www.gravityrideguide.com.

Thanks to our sponsors for some great product and to all of our new friends who have helped us out along the way, ride on.

Words: Jessee Maule

Photos/Film: Colt & Jessee Maule (Filmed May 2013)

Riders: Colt Maule & Jessee Maule

Wheel Size Facts Part 1-Dimensions, Weight and Strength

The boys over at Banshee Bikes sent this along today it is a good read on wheel size.

"You may have read certain online and printed marketing startegies which talk about wheelsize with a significant bias towards one size. The size they promote will always be either the only size that the source company produces, or the size that they want to push. Intentional marketing spiels are often very misleading and can skew the purchaser's judgement.

I feel it is my duty to set the record straight by writing a series of blog posts that kick off with this one, which addresses two key components of wheel size: weight and dimensions (and little bit of strength thrown in for good measure!). I plan to give unbiased information that you may find useful when deciding what size hoops you want your next purchase to be.

I can offer nonpartisan information (actual facts, rather than marketing blurb) as here at Banshee we offer all 3 mountain bike wheel sizes. We let the customer decide what they want rather than force it upon them, so have no reason to promote one over any other.

Every wheel size has its pros and cons, so picking the best wheelsize for you really comes down to personal preferance. The main things to consider when picking wheel size are your riding style, riding purpose (style or speed), the terrain you ride, and rider height, but there are also many other factors. I'll try my best to cover the main ones.

The following camparisons for this whole series are based on using Maxxis High Roller II 2.3" tires on each wheel size with same rim width for all sizes.

Any comparison I do will be relative to 650b wheels since they are the middle wheel size and so it makes the % change figures clear and consistant.

Dimensions: (Outer tire dimensions taken from official Maxxis 3D files)

Straight away this table is likely to cause some confusion... because as you can see, none of the rims or tires match up to their name sake. You can find out why this is the case by reading from a master of bike knowledge Sheldon Brown.

However, one point to notice is that while 650b is marketed as 27.5", it is only 1" larger diameter than 26", and 1.5" smaller than 29", so it is significantly closer to 26" than 29.  The 650b tire (often marketed as the 27.5") does not actually fall equally between the 26" and the 29" tires, so the characteristics of the 650b are far more similar to 26" than 29" wheels.


Weight:

Static weight

Obviously, tire and wheel build weights can vary significantly for all wheel sizes. So I'm sticking with 2.3" wide High roller II 3C/EXO/TR. For the wheels, I will use Stan's ZTR Flow EX wheels for each size.

Static weight (the weight of an unrotating wheel) is often emphasised by marketing teams. But it only really matters when you lift the bike on and off a rack or carry it on your back. However, static weight does have an effect on the...

Moment of Inertia

Moment of inertia is resistance to angular velocity change about an axis of rotation. Basically, the higher the moment of inertia of a wheel the harder it is to accelerate (and decelerate). This is far more significant than static weight when riding a bike.

Moment of inertia is related to both radius and mass, as Moment of Inertia (I) = Mass x Radius². A low moment of inertia results in a fast accelerating wheel (easy to start spinning). The flip side of this is that a high moment of inertia is harder to decelerate (harder to stop spinning), and so the wheel will carry the speed better once rolling if all other factors are equal.

The below table shows approximate moments of inertia by using the BSD as the effective rotational radius for all wheel sizes. 

What these numbers illustrate is that if you ride flowy trails that do not require lots of braking and accelerating back up to speed, then a larger wheel might be a better choice. However, if the trail demands regular braking and pedaling up to speed again then a smaller wheel might be better suited.

If using the same effective components, then as the wheel size increases the weight and inertia increase accordingly (as you would expect)... but because inertia increases at a rate that is proportional to the radius squared, it goes up more steeply than weight as the wheel size increases.

Strength:

A factor that is strangely often overlooked by marketing teams is that of the strength and stiffness of the wheel. I find this particularily strange as wheels cost a lot of money, and are subject to a lot of abuse, and personally the lifespan of a wheel is a significant factor to me when chosing what set to invest in.

If comparing like to like wheel builds (same rims, hubs etc), smaller wheels will always inherintly be stronger than larger wheels. This is due to wider gaps between spoke eyelets and poorer spoke triangulation etc. So strength to weight ratio is something that will always be won by smaller wheels.

It is however easy enough to compensate for this by getting stronger and stiffer wheels, but they do generally either weigh, or cost more. So something has to give.

It doesn't stop there....

Weight, dimensions and strength are obviously very important factors to take into account when considering what wheel size to choose. But... there are other factors too! And if this mini-blast of physics chat hasn't put you off too much, stay tuned for future blog posts about topics where bigger wheels have the advantage."

Niner Bikes Launches 3 New Models At 2014 Eurobike

Niner WFO 9

From early trips to Whistler and passionate lift-line discussions about wheel size to numerous Burro-Down laps at truly negligent speeds, the WFO 9 has always been a curiosity. A bike without an easy niche except for those riders who are quite certain it’s the best bike on the planet – those converts who choose the WFO 9 to confidently dissect bike parks and black diamonds every weekend. This bike has changed how a lot of riders view long-travel 29ers, evolving from an outlier in the Niner lineup to a bike whose time has come. With trail bikes becoming more and more capable, we’ve shoved the new WFO 9 off the “all mountain” fence firmly into gravity territory. Lower. Slacker. More Travel. So, grab your music, Leatt and full-face before you roll out the door.

While the WFO 9 is an efficient pedaler and will do AM magic under those who have the legs for the climbs, it’s when you adjust your goggles and drop in that it truly shines. You might imagine that the bike’s 150MM of travel puts it into a familiar category of bikes, but it doesn’t ride that way. Coming from a trail bike, the WFO 9 will feel big and capable. If you spend time on DH bikes you will instantly feel at home, except the WFO 9 is likely several pounds lighter than your DH setup. That’s a few extra laps and a few spots higher on any leader board. The long wheelbase puts you in charge of where the bike goes and if you’ve ever had trouble carrying enough speed into that set of 30’ tables, prepare yourself for some hair-raising-shit-eating-grin-overshooting-to-HYFR.

The big wheels bring the kind of speed through the chop and stability in the air that any rider will benefit from. Whips? Snap hard and get sideways. Scrubs? Push a bit earlier to break the increased traction and get the bike down. The wheels stay out of the holes on techy lines, allowing you to get away with 6” of travel in serious clenching moments that just wouldn’t be fun on a trail bike. Float down your favorite trail and wonder when they made it easier. They didn’t.

Bottom line is, all those guys who said 29 will never be fun on big terrain were just plain wrong. That’s ok thoughk we weren’t sure ourselves when when we made the first WFO 9 in 2009. But it’s 2013, we’ve done the homework. This is the new WFO 9 and it redefines what a Niner can do.

• AIRFORMED ALLOY FULL SUSPENSION FROM THE 29ER-ONLY MOUNTAIN BIKE COMPANY
• 150MM OF PATENTED CVA SUSPENSION IS CONTROLLED AND SENSITIVE
• COMPATIBLE WITH 150–170MM FORKS
• TUNED FOR CVA – ROCK SHOX MONARCH PLUS RC3
• ISCG 05 TABS AND OFFSET LINKAGE DESIGN FOR CHAINGUIDE COMPATIBILITY
• FORGED SUSPENSION LINKAGE AND UNIQUE NINER ALLOY HARDWARE
• 142MM X 12MM REAR SPACING

CVA™ SUSPENSION

The WFO 9 features Niner’s patented CVA™ suspension (U.S. Patent No. 7,934,739) and delivers 150mm of fully active travel with superb compliance and damping via a tuned for CVA™ RockShox Monarch Plus RC3 shock. The three modes of the RC3 offer a bit more pedaling efficiency when you need to stomp up to the next stage and the increased shock length and stroke maintain a low leverage ratio for best performance. For those seeking the technical advantages of 29” wheels combined with pedaling efficiency and remarkable sensitivity, CVA™ is the front-runner. The result? A faster, smoother ride up and down the trail.

VERSATILE GEOMETRY

The WFO 9 geometry has been totally revised. Shorter chain stays, slacker head tube angle, shorter head tube, shorter top tube, lower BB height and a lower stand over announce that this bike is ready to get it on.

AIRFORMED TUBING

The next installment of Niner’s airformed trilogy is complete. Shaping the WFO 9 frame tubes with compressed air in a heated mold gives us greater control over wall thickness and material uniformity, allowing the use of less metal. The new WFO 9 is over 300g lighter than its predecessor – total Medium frame weight is 7.3lbs (no Maxle or seat collar) compared to 8lbs (no Maxle or seat collar) for the old model.

TAPERED HEADTUBE

The increased surface area of a tapered headtube allows for a larger downtube, increasing strength and rigidity at this critical intersection. Tapered fork steerer tubes measurably reduce fork deflection, which means your WFO 9 tracks straight and true. The full spectrum of riders from XC racers to those who “only ride park” benefit from these features which is why we incorporate the technology in all our frames.

ATTENTION TO DETAIL

• Dedicated 142 x 12mm drops are custom-forged for a sleek look that flows seamlessly to the stays

• Derailleur hanger mounted inside of drop out for better protection and to preserve the clean lines (optional hanger available for Shimano’s new DM standard)

• New post-mount rear brake mount is hollow to reduce weight

• Custom forged seat stay and chain stay yokes reduce weight and maintain the lines of the airformed tubes

• Bigger Enduro MAX bearings increase durability by distributing suspension load over a larger bearing race and allow

the use of new larger-diameter alloy hardware

• Chainstay/Seatstay tree replaced by massive asymmetrical brace, increasing rigidity and incorporating the look and feel of its shorter travel brethren

• Seat Tube Main Pivot is integrated directly into the tube rather than welded to the front of the seat tube

• Custom Forged BB incorporates the lower forward pivot, ISCG 05 mounts, lower shock mount and BSA BB shell in one beautifully shaped (hollow) work of art. The keyed lower forward alloy pivot bolt does double duty as the third ISCG 05 tab.

• Full housing from shifter to derailleur with dropper routing along the top tube

• Zero Stack/Inset head tube is Angleset compatible

Niner Air 9 Carbon

 

For Niner afficiaonados, the Air 9 Carbon has long been the benchmark for carbon frames. We are confident that this newest incarnation will inspire the same respect for beautiful shaping, quality carbon engineering and perfect technical details. We’ve updated the original Air 9 Carbon by adding features and shaping from our award winning RDO line up. At the same time, we’ve made sure that the complete bike options are a great way for riders to get into a high-quality carbon race bike with some cash left in the piggy bank for travel or entry fees.

• NEW TUBING PROFILES AND CARBON LAYUP
• COMPATIBLE WITH 80–100MM TAPERED FORKS
• NINER’S PROVEN HARDTAIL 29ER GEOMETRY
• LOW PROFILE DISC BRAKE POST MOUNT
• EXCEPTIONAL HEEL AND TIRE CLEARANCE
• 135MM X QR REAR SPACING
• BACKED BY NINER’S 5 YEAR C5 CARBON WARRANTY

REFINED DESIGN

The Air 9 Carbon is now a dedicated geared racing bike with trickle-down RDO features throughout, including reduced diameters and trimmed tube profiles, smaller junctions, molded carbon headset races and a carbon BB shell. Additionally, the rear brake mount is now tucked inside the curving stays to distribute twisting forces evenly, permitting smaller caliper mounts

TAPERED HEADTUBE

The benefits of a tapered headtube aren’t just for riders of long travel bikes. XC racers and riders also see significant advantages, which is why we incorporate the technology in all our new frames. By using tapered steerer suspension forks, we create the stiffest front end possible – leading to increased steering precision as you carve a corner and descend toward the finish line. The integrated headset used in the Air 9 Carbon is light and simple. Installation, cleaning and maintenance take seconds rather than minutes, a boon to anyone who queues up at the starting line without a team mechanic.

PF30 BOTTOM BRACKET

There are several BB standards to choose from – for our dedicated geared only race bikes we like PF30. It’s compatible with any BB30 crankset (as well as standard threaded BB systems, with an adapter) and the bearing cups are delightfully easy to install. The oversized 30mm spindle is light and resists the torque of even the mightiest Ninerds. Oversized bearings spin longer and smoother between overhauls. The plastic cups of the PF30 BB system don’t require a machined aluminum bottom bracket shell insert, allowing a minimalist carbon construction.

INTERNAL SHIFTER ROUTING

Headbadge routing is designed for full-length housing, simplifies cable changes and protects cables from the elements.

NINER HARDTAIL GEOMETRY

As verified over and over again in independent reviews, Niner has hardtail 29er geometry dialed. Climbing or descending, the geometry of the Air 9 is tuned to for great handling and rider positioning. The Air 9 Carbon is intended for 80-100mm forks, allowing you to fine tune your ride.

Niner One 9 RDO

You’ve probably noticed we have a habit of revisiting our classic models and occasionally injecting them with a huge dose of YEAH. In the case of the One 9 RDO, we’ve created a completely new bike – melding the single-mindedness of the legendary One 9 with our award-winning Air 9 RDO carbon chassis. The result is lightning quick, strong as a gorilla but sexy as they come. In other words, the One 9 RDO is going to make you forget all about your other bikes. If loving the One 9 RDO is wrong, you won’t want to be right...

 

REFINED DESIGN

The newest member of our hardtail RDO program, the One 9 RDO is a singlespeed racer designed to go flat out fast. The One 9 RDO is specifically intended as a singlespeed racing bike, utilizing the reduced diameters and trimmed profiles of our RDO hardtail line up throughout. The rear brake mount is tucked inside the curving stays to distribute twisting forces evenly, permitting smaller caliper mounts and decreased wall thicknesses. Even the headset races in the headtube are molded carbon - we shaved grams wherever we found them. The net result? A singlespeed that can’t be matched for quality and weight.

TAPERED HEADTUBE

The benefits of a tapered headtube aren’t just for riders of long travel bikes. XC racers and riders also see significant advantages, which is why we incorporate the technology in all our new frames. By using the newest tapered steerer suspension forks, we create the stiffest front end possible – leading to increased steering precision as you carve a corner and descend toward the finish line. The integrated headset used in the One 9 RDO is light and simple. Installation, cleaning and maintenance take seconds rather than minutes, a boon to anyone who queues up at the starting line without a team mechanic.

BIOCENTRIC BOTTOM BRACKET

The Niner BioCentric II makes adjustments easy across a wide range of gears and eliminates the need for adjustable dropouts, giving the cleanest possible solution for singlespeed use. No bolt on hubs, no chain tensioners cluttering your ride, no brake adjustments with gear changes.

1X DRIVETRAIN COMPATIBILITY

For those who want a little extra versatility, the One 9 RDO is compatible with Niner’s CYA bottom bracket system, enabling riders to run systems such as SRAM’s XX1 or XO1.

REAL WORLD WEIGHT SAVINGS

Sharing key layup and mold features with the Air 9 RDO, combined with the singlespeed simplicity of this frame, gives the One 9 RDO an average weight of 1235g. Combined with the Niner RDO fork, you are looking at one of the lightest mountain bikes available.

NINER HARDTAIL GEOMETRY

As verified over and over again in independent reviews, Niner has hardtail 29er geometry dialed. Climbing or descending, the geometry of the Air 9 is tuned to for great handling and rider positioning. The One 9 RDO is intended for 80 to 100mm forks, allowing you to fine tune your ride.

Strong Showing By Justin Leov at Enduro World Series Round 6

In the opening 2 stages of the 5 stage, 6th round, of the Enduro World Series in Val d'Isere, France, Justin Leov found himself in 2nd place overall behind Jared Graves (AUS), with only a few seconds separating them. Justin had elected to run his Remedy 29'er and with new Fox Suspension found the bike perfect for the opening stages.

However the good fortune and chances of an EWS podium came to a halt when Justin suffered a puncture on the rainy and windy 3rd Stage, and was unable to repair it quick enough to stay in contention. Yet on Stage 4, despite having to start 91st, he still only finished 2 seconds behind Jerome Clementz, taking his third Top 3 stage result from 4 stages. This ride, together with the opening stages, quickly earned Justin the unofficial recongnition as the fastest man on the hill this past weekend, and overall Justin was very happy with his performance.

"Massive weekend! It was great to be at a venue where no-one had an extra advantage and there were fresh courses for everyone. On the Remedy 29'er I chose to run the Bontrager SE4 tires and they were awesome. We learnt a special cut to do to them for these courses, and that helped a lot in the first stage in the dust. I'd found good form after some great riding in Whistler, so I was pretty gutted to have that puncture on Stage 3, but feel I have opened the eyes of a lot of people this weekend so that was my positive to take away. A great race weekend, and certainly learned a great deal for the future."

Justin now heads to South Africa to work with his Downhill team mates at the World Championships.