thegoodfellas/blogset-br huggingface dataset:
MX world utilize some sort of pinch-bolt system to hold the upper tubes in place, but DVO is considering a different method: collets. The collet system used on the Emerald consists of tube sections with vertical splines and an external wedge shape. Tightening a threaded ring (with the required spanner wrench) that is positioned above pulls the section upwards, locking the fork tube in place due to the wedge-shaped internal profile of the section. It is very similar to what is used to hold tool bits securely into high rpm machines (drills and CNC machines for example), although this would be the first time that a collet setup has been put to use to hold fork tubes in place. One upside of the collet design is the large and even clamping force it provides, but the system could also result in a lighter overall package compared to the more common pinch bolt arrangement. While all of the above sounds good on paper, and the design should present no technical issues due to the robust upper tubes of the Emerald fork, production costs may keep the collet clamping system from reaching production. If so, a standard pinch bolt design will likely be used on 2014 model year forks, with DVO hoping to put the collet system to use on 2015 products.26'' and 650B-specific CrownsWhile we're seeing 650B wheels infiltrate the mid-travel full suspension market at an alarming rate, the 26'' wheel is still firmly entrenched within the longer-travel downhill scene. That very well could change in the near future, though, and DVO plans to be ready for the shift. The Emerald's inverted design lends itself to being compatible across a number of wheel sizes by way of different fork crowns, with each setup optimized to preserve the same trail geometry, and therefore handling, across the board. Trail refers to the measurement aft of the steering axis that is created by the fork offset, head angle, and wheel size - a larger trail figure can improve high-speed stability, while less trail can create a more nimble handling bike. Messing with trail figures can have very adverse effects on how a bike handles, so it is vital that the number remains largely unchanged, a trick that employing differently offset fork crowns on an inverted chassis can accomplish. The 650B fork crowns will be slightly taller to handle the larger diameter wheel, as will the Carbon Torsion Arch unit. DVO is undecided as to if they will offer 650B conversion crowns and the CTA as an aftermarket item for the Emerald, but we're betting that we'll see them at some point in the future as the 'tweener wheels make their way onto true downhill race bikes. There is no word as to if DVO will offer a set of crowns and CTA that would allow 29'' wheels to be fitted, although if that did happen we would also expect the fork's travel to be docked slightly. Head engineer Josh Baltaxe, along with Bryson Martin Jr., begin assembling the very first Emerald fork at Suntour's headquarters. Having
the Taiwanese company's manufacturing and testing clout behind them should allow DVO to evolve relatively quickly. The DVO team, from left: Bryson Martin Sr. - president and founder, Josh Baltaxe - mechanical engineer, carbon and structural specialist, Tom Rogers - product development. Ronnie Dilan - head technician, JP - general manager, Bryson Martin Jr. - testing,Shots FiredWhile DVO is just now assembling their first complete Emerald forks, and production units aren't slated for release until Summer of 2013, we feel that there is a lot to look forward to from the newly formed company. Bryson Martin and his team are responsible for much of Marzocchi's most successful products, but moved on as the landscape of the Italian company began to shift. ''We spent decades at Marzocchi, and they were a major player for a long time,'' says Martin of the Italian company's glory days. ''Things started going sideways with Marzocchi many years ago, though. These were issues outside of our control and we just held in there until we couldnt anymore.'' It is still very early days, but Martin's separation from Marzocchi may have spawned a new suspension authority, one that aims to respond to what many consumers have been requesting for years: reliable suspension that is not only easy to work on and understand, but that also looks to mimic much of the principles found in the moto domain. And yes, it will be available in colours other than green.Carbon fiber upper tubes and crown? The clamps are currently not a one piece unit, but we are working on it for a future version. A one piece carbon assembly involves a lot of testing, and it is something that we don't want to rush into.- Bryson Martin, DVOOnly time will tell if DVO's approach to high-end suspension will culminate in a winning product, but they certainly look to be on the right track. The Emerald may still be in the early stages of its evolution, but Martin is already talking up a version of the fork that will use a one piece carbon fiber upper assembly, not to mention the possibility of an inverted single crown fork added to the lineup. A rear shock is also being developed concurrently with the Emerald fork, and there is no doubt that it will carry the same moto-inspired DNA. No, DVO may not be looking to take a share of the large entry and mid-level suspension market, but it's fair to say that the reigning suspension powers are likely looking over their shoulder when it comes to their high-end offerings. We'd by lying if we said we aren't looking forward to seeing them rock the boat. Exciting times ahead. www.dvosuspension.com
fork (140mm/180mm) Twinloc Handlebar Remote: simultaneous fork and shock lockout, 110mm or full travel DT Swiss-Made Equalizer 3 pull shock Weight: 30.35 pounds (13,795g) MSRP: $6499 USDHMX - NET carbon: Scott is one of those brands that manufactures as many catchy names as it does products. (Something to do with companies starting with S?) HMX refers to a special high-modulus carbon with a custom resin system that Scott uses to reinforce key areas of the LT 10s front section. The NET part (Naked External Tube) reminds us that Scott was among the first carbon fiber bike makers to abandon the cute looking woven cosmetic outer layer and to leave the frames unidirectional carbon construction exposed a strategy that saves weight and remains honest to the material. HMX material is said to be 20-percent stiffer, and thus adds rigidity and can reduce weight in the areas where it is employed. One-piece molded front section: There are many strategies used to make carbon parts, the best method to make a strong hollow shape, like a front triangle, is to lay up the many layers of carbon material and the various bearing and shock mounts into one complete piece and then use internal pressure, evenly distributed, to compress the carbon within the mold as the part is heated to set the resin. A one-time cure produces the strongest bond between the carbon layers. This is the method used to produce the best of the best carbon frames, including the Genius LT 10. The LT 10s composite front section is intelligently designed to optimize the materials unique properties, which explains why it doesnt look like a slightly sculpted rendition of a generic welded-aluminum-tube frame. Its tri-oval top and down tubes bear a hint of convention, but its tapered head tube area, its massively oversized seat tube and the rear-set bottom bracket are voluminous monocoque constructions integrated into the design to double as suspension pick up points and to encircle its three-chambered pull-shock.All-mountain frame features: Scott took advantage of Shimanos PressFit bottom bracket system to boost strength and stiffness by widening the bottom bracket/seat tube as far as possible. An ISCG chain guide mount is built into the left side of the monocoque and Scott attaches a red-anodized inner guide plate to keep the chain in control and to protect the carbon from injury should the chain be forced off the inside sprocket. In the rear, the post-mount brake caliper boss is tucked inside the frame to keep the caliper out of harms way. A Scott and Trek exclusive for 2012 is an internal hose routing for its RockShox Reverb seat post remote-control. Scott also attaches its direct-mount front derailleur to the swingarm instead of the seat tube so the derailleur cage tracks the chain perfectly as the rear suspension compresses through its full travel. Finally, the Genius LT 10s seat tube mast is angled back to lengthen the cockpit as the post is raised in order to accommodate taller riders and to move the rider forward in a more downhill position when the saddle is slammed
low. The Genius LT 10 makes use of the best qualities of carbon and aluminum. Massive-diameter carbon main tubes and wide-stance suspension pivot placements keep the chassis laterally stiff. The pull-shock configuration is novel, but performs quite well.Rear-section: Peruse the most respected long-travel bikes from Scott, Specialized, Trek and youll find that an aluminum rear section paired with a carbon front is the theme that unites them all. Details are the key to successful aluminum construction, and Scotts designers covered every trick in the welded aluminum handbook to pen the LT 10s rear mech. The rocker link is forged in thin-wall halves and then welded into a single piece to ward off flexing. Forged bearing-journals, caliper mounts and dropouts provide rigidity while making the many contortions required to weave around key components, and also to provide ample clearance for tires up to 2.5-inches wide. Scott sells the LT 10 with a 142 x 12-millimeter through-axle system, but its interchangeable dropouts can also be configured to accept 135 x 12 and 135 x 10-millimeter through-axles.Key numbers: A reversible chip in the rocker links shock mount allows Genius LT 10 riders to alter the head angle by slightly less than one degree, which also changes the bottom bracket height. LT 10s roll out of the box with the head angle at 67-degrees in the steeper of the two positions which results in a BB height of 14.4 inches according to the charts. Switching the chip slackens the head angle to 66.3 degrees, with a corresponding shift to a 14.1 inch BB height. When one considers that the Fox 36 TALAS fork offers 40-millimeters of travel adjustment, you can then add another degree of angular adjustment to the settings that the chip offers (67 degrees becomes 68 with the fork compressed in the short TALAS option).Scotts seat angle is deliberately rear-set to lengthen the distance between the handlebar and saddle as the seat post is raised, so its quoted seat angles of 74.2 or 73.5 degrees are theoretical measurements taken at average saddle heights. The medium-size frames 23-inch top tube and 16.9-inch chain stays are pretty much standard fare for the all-mountain genre. Scott offers the Genius LT 10 in small, medium (tested) and large sizes.Genius LT 10 Component CheckSRAM X.0 drivetrain components are the highlight of the LT 10, beginning with the nicely geared, 24 x 38-tooth crankset and its carbon bash ring. and ending with a mention of its crisp-feeling shift paddles. Extra credit goes to Scotts choice of a RockShox Reverb Stealth Seat post arguably the most reliable and useful of its kind. The LT 10 rolls on DT Swiss AM 10 tubeless wheels and aggressive 2.35-inch Schwalbe Hans Damph tires. Brakes were Avid Elixir 9RS with carbon levers and a 200-millimeter front and a 180-millimeter rotor in the rear. Cockpits items were all Syncros, including a 700-millimeter-width (27.5 inches) Carbon AM handlebar. The Fox 36 TALAS fork is custom made for Scott. The blue dial on the left side reduces the stroke by 40mm while the Twinloc remote cable that runs
to the right stanchion locks out the fork in conjunction with the shock. LT 10 Suspension Fork: There is probably no need to explain the benefits of the LT 10s 180/140-millimeter-travel Fox 36 TALAS fork, as it has become an all-mountain standard. An exclusive for Scott, Fox adds a remote lockout mech to the top of the right stanchion tube that is paired with a remote shock lockout cable at the Twinloc handlebar lever. The lockout precludes the use of a low-speed compression adjustment which can be a sore spot for fastidious suspension tuners (more about that later). Shock: The firework show begins with one look at Scotts DT Swiss-made Equalizer 3 shock a massive looking device that appears to be modeled after an oil refinery. Equalizer 3 offers three remote-controlled suspension modes: Lockout, limited-travel traction mode and full travel. To get your head around the Equalizer, one must abandon all preconceived notions about how a standard shock operates. The left side of the Equalizer 3 shock houses the cable-actuated valve body (thin tube in center) flanked by the two damper chambers. Negative and positive spring pressure is set with a pair of Schrader valves (bottom center). A detailed list of rider weight and spring pressures can be found printed on the left shock can. Red dials on each can are the rebound adjustments. The drive side of the Equalizer exposes the central pull shock that pumps oil to the two dampers. It has a sliding gauge near the top of the can that indicates suspension sag. The Equalizer appears complicated, but it is quite easy to get right. To begin with, its a pull-shock, so compressing the suspension draws the shock shaft out of the body. The main chamber is basically an oil pump that shoves fluid into one or both chambers. The bike is suspended by two air springs, one in each of the adjoining reservoirs. When the suspension is wide open, the shock pumps oil into both reservoirs, which maximizes air volume and gives the spring a very linear compression rate. When the Twinloc lever is in traction mode, the larger of the two reservoirs is switched off so oil can only travel into the small air can which limits the suspension travel from 185 to 110 millimeters, and the corresponding reduction in air volume also causes the spring rate to be very progressive. In lockout mode, the valve between the shock and both reservoirs is switched off and the damper simply cant move. Because the Equalizer 3 is basically one pump that drives two separate shocks, it has two low-speed rebound dials, one for full travel and another for the Traction mode. Compression damping is preset internally.Riding the Genius LT 10 The LT 10's balanced feel and deep suspension made Southern California's hour-plus descents feel effortless. Avid's 9RS brakes, while not as powerful as we would like, were easy to modulate on the often rock-hard clay surface.Measured by its wow-factor, Scotts Genius LT 10 sets a high bar. Buttons, levers, paddles, hoses and housings bristle from the handlebars
like a cell phone tower. The fact that all-mountain bikes must do a bang-up job as technical climbers and descenders is an invitation for mediocre compromise, though, and Scotts handlebar array keeps the Genius LT 10s performance sharp in both theaters of operation. After an adequate orientation period, the LT 10 rider will discover that using the Twinlocs shock and TALAS fork modes is nearly a requisite to riding the bike. One example that stands out happened when a test rider was lagging behind the group on a long climb. He pulled over to make an adjustment and soon passed us like we were pulling trailers. At the summit, he mentioned that although he was in short-travel traction mode on the steep climb, the 180-millimeter-stroke fork made the seat angle too slack and it was cramping his cockpit position. He said lowered the TALAS fork 40mm and the Scott climbed like a different bike. Every test rider reported a similar epiphany. Setup: Suspension setup is critical with the LT 10. The tendency is to use too much pressure in both the fork and shock. The Equalizer 3 shock has printed recommendations for negative and positive spring pressures versus rider weight on the left-side damper body, and there is a sag meter on opposite side. Choose the spring pressure settings that result between 25 and 30-percent sag. Set the fork pressure to the same percentages. A parking lot test will feel too soft, but on the trail, it will be perfect. Commit to the remotes. Use the Twinloc lever for pedal time and run the suspension downhill soft. The Genius has seven inches of travel, so running the suspension high simply trashes its small-bump sensitivity and creates a high center of gravity.Shock tip: Take the time to dial in the rebound separately for both the long and short-travel shock barrels on the Equalizer shock because youll be spending a lot of riding time in both modes.Tire pressure: On another side of the setup, Scott chose Schwalbe Hans Dampf tires, which are excellent candidates for tubeless. We ran the tires stock with tubes for the first half of the test, and then yanked the tubes and remounted them with Stans sealant and the rigorous use of a floor pump. The performance increase was noticeable, with the high-volume, 2.35-inch knobbies rolling faster on the flats and sticking better around corners. Tire pressure settings are important with Hans Dampf tires. We found 22psi front and 25psi rear was about perfect for a 165-pound rider. Scott's Twinloc lever (top) operates with a push-push action that mimics SRAM shift paddles. The black lever tensions the cables - one click for Traction mode and a second push for full lockout. Pushing the blue Twinloc lever beneath it reverses the steps. New riders tended to 'shift' with the Twinloc, a mistake that sent a couple of us down steeps fully locked out. It only takes one of those events to remember which is which.First impressions: Rolling out on the long-legged Scott felt more like we were riding a trailbike. It
seemed too lightweight to handle the beating that an all-mountain bike is intended to take. The tendency was to baby the bike through rough sections and steep descents instead of straight-lining the rocks and simply pounding through parts of the trail that presented no clear option. For the first few rides we exited technical sections thinking we could have hit them faster and harder. Once we committed, the more we pushed the LT 10, the more it impressed us.Learn the levers: The tendency for test riders was to avoid the myriad of handlebar remote options unless presented with a long stretch of terrain that forced the issue. To get the most from the LT 10, though, one must become as fluid with the Twinloc lever as dropper devotees are with the remote seatpost controls. With the shock and fork wide open at full travel, the LT 10 sits slightly low in the rear and its head angle slackens a degree or so perfect for steeps or (as was the case for much of our testing) pounding down rock gardens that offer no intelligent line choices. Climbing in the open configuration is not all that bad, but a switch to traction mode raises the tail a bit and makes the steering feel a degree sharper a sweet setup for short climbs and ridge running. For extended climbs, reach down and drop the Fox fork 40-millimeters with the TALAS dial to brighten up the Scotts climbing efficiency even more. Same goes for cornering. Switching on traction mode makes the LT 10 feel more nimble around tight singletrack turns, where carving quick right-left-right combinations is a useful trait, while leaving the Twinloc lever wide open is the preferred option for shoveling dirt around high-speed corners. The bottom line is that Scotts adaptive technology defines the Genius LT 10s performance. Use it and the bike shines in nearly every corner of the all-mountain/trail envelope. Ignore the Twinloc lever and the LT 10 rides like an elite version of the one-trick ponies that crowd the base line of the AM genre. Scott chose moderately wide Syncros handlebars for the Genius LT 10. Not many bikes have seven housings sprouting from the bars. Ugly perhaps, but without the remotes, the LT 10 would lose much of its fun factor. Suspension: Scotts Genius LT 10 is hard-wired to its Equalizer 3 pull shock and modified Fox 36 TALAS fork, so youll have to live with any idiosyncrasies in its suspension. Riders used to a pro-level shock with a full compliment of high and low-speed damping controls and end-stroke adjustments will find the Scott Equalizers options to be inadequate, and its remote fork lockout eliminates the low-speed compression dial up front. That said, the Scott feels very smooth over a gamut of terrain features, from thats-gonna-hurt maximum impacts to annoying bike park braking bumps. Like with most good gravity bikes, the rear wheel stays glued the ground in the long-travel setting to the point where it needs to be popped over smaller features to get it airborne. In traction mode,
the Scotts rear end feels much like a five-inch trailbike. The tail can be lifted with a flick of the ankles and it pops off of any kicker, but the firmer shock setting means that the rear end will skip a bit over chatter bumps under hard braking.We struggled initially with the Fox 36 TALAS fork. Its small-bump sensitivity was a disappointment. There were two issues involved: the first was that setting the forks spring pressure low enough to get the fork to feel supple caused a good deal of brake dive when we were descending steeps. The second issue was a lot of friction in the fork that could be only be mitigated by lubricating the wiper seals every other ride. To be sure, there is a learning curve involved with a 180-millimeter-travel dual-purpose bike. There is no way one can set the fork to feel XC firm in the pedaling department and still achieve full travel. We discovered that the best setup was to tune the fork and shock soft and supple for full-travel descending and then depend upon the Twinlocs traction mode for all pedaling sections. As a bonus, the fork performed better when it was sagged lower into its travel. Handling notes: Looking at the big picture, Scott did a good job on the LT 10s numbers. The kicked-out front end is slack enough to descend with conviction and it doesnt feel too floppy when pedaling on the flats or up rollers. The 16.9-inch (428mm) chainstay length is tight enough to make the Scott an easy climber and yet the bike feels balanced in the corners as if it had a tad longer wheelbase. On the subject of steering, the bike is nimble enough in the long-travel settings to make quick lane changes when necessary. We found that it could weave through boulders with surprising dexterity. The Scotts handling and steering reflects that the carbon/aluminum chassis is quite rigid in the lateral sense, which was a pleasant surprise for a 180-millimeter-travel bike that only weighed 30 pounds.As a side note on handling, we wouldnt recommend the low bottom bracket suspension option unless you were planning on riding park all day or shuttling downhill runs with your big-bike friends. We banged the crankarms often enough in the higher setting to question why the option was there. The Scotts laid-back seat angle, designed to stretch the cockpit for taller riders, becomes much too set back when riding with the seatpost extended. On level ground, or when climbing, the suspension compresses and pushes the pedaling ergonomics from marginally bad to just plain bad. With the saddle lowered and the bike pointed down hill, however, the low BB option comes into its own. Scott is one of only two brands to feature the new RockShox Reverb dropper post with the internal hose routing. It really cleans up the bike's appearance. Other Star players were its 2.35 inch Hans Dampf tubeless tires, Avid HRS Carbon brakes and low-geared SRAM X.0 crankset. The LT 10 frame has ISCG-05 chainguide mounts. Technical report Avids 9RS