All Arround MTB

RockShox’s enduro fork is now suppler and plusher The Lyrik is a very good fork – in fact, it won our recent grouptest. Nevertheless, RockShox decided it could be better still. Enter the ‘2019’ Lyrik, available (confusingly) fromApril 2018. Reducing friction was the first priority, so RockShox’s engineers redesigned the air spring, adding a low-friction bushing. Next, they wanted to make it feel more like a coil fork, so they increased the negative spring volume. They came up with a new damper option too – the ‘Charger 2 RC2’ cartridge, which offers high and low-speed compression adjustment but no lockout. (The ‘RCT3’ damper, with low-speed compression adjustment and a lockout, will also still be available). In a throwback to RockShox’s first suspension forks, the new Lyrik comes in bright red. But don’t fear, black forks will be available too.A version with a shorter offset will also be on offer. The updated air spring will be shared with 2019 Yari forks (the Lyrik’s mid-rang

Fox’s latest 36 fork (right) may not appear any diferent to their current long-travel single-crown, but look a little closer and you’ll discover it contains a new‘FIT GRIP2’damper. This four-way adjustable cartridge not only gives a wider range of compression settings but introduces external high and low-speed rebound adjustment for the first time, using Fox’s ‘VariableValve Control’(VVC) design. This works in a similar way to changing shims and, along with new seals, is said to noticeably reduce stiction.At 2,095g (650b), the top-end ‘Factory’ fork weighs 75g more than the 2018 model – a price worth paying for the extra tunability.We can’t wait to give it some hammer on the trails. On the shorter-travel side of things, Fox have released the 34 SC (left), which is designed for epic rides and marathon events where more travel (120mm) and stifness is required than is provided by the skinnier Fox 32. Like on the 32 SC, ‘Step-Cast’ lowers allow a narrower stance and shave some grams.

This 120 to 140mm-travel 29er fork is aimed at weight-conscious trail riders, and will suit those looking for a supple ride. Our 140mm sample tipped the scales at 1,990g with an uncut steerer, making it significantly heavier than the equivalent Fox 34 Float Performance Elite ($1288), at 1,820g. While there is high and low-speed compression damping adjustment, the Sapphire can’t be fully locked out for XC-style sprints. Despite the 32mm stanchions, chassis stiffness isn’t bad. Though it can be a little wayward when pushed hard into bumpy berms, the DVO fork feels barely flexier than a 34mm-legged Fox. It’s not as stout as a 35mm RockShox Pike or Revelation, though. Over small trail chatter, you can definitely feel the Sapphire’s Marzocchi-derived roots. It’s incredibly supple and sensitive, minimising feedback and buzz. The way you can preload the coil negative spring to compensate for the pressure in the air spring makes for a supple beginning to the stroke and great traction.

RockShox have revamped the venerable Pike trail fork with a new chassis, damper and air spring. As well as shaving off a bit of weight, the new chassis makes the line-up far simpler – there are only two versions, one for 650b wheels and one for 29in. Both have Boost axle spacing, which is fine for new bike builds but a pain if you want to upgrade and have non-Boost wheels. They also both have clearance for up to 2.8in tyres, so you no longer have to opt for the 29er version if you want to use 650b+ rubber. The fork actually feels a touch stiffer than before, thanks in part to the beefed-up upper tubes (which mean the air spring can now only be tuned with RockShox’s smaller grey ‘Bottomless Token’ volume spacers). If you have wheels that’ll accept them, the dropouts can now house the brand’s oversize ‘Torque Caps’, which bolster stiffness that bit further. The new ‘DebonAir’ spring has a larger negative air volume, and the Pike gets the same ‘Charger 2’ damper as the 2018 Lyrik an

Formula’s Nero DH fork comes in coil and air-sprung versions, for 650b or 29in wheels. Both share the same damper, which allows high and low-speed compression adjustment. The air-sprung Nero R uses a three-chamber system, dubbed ‘3Air’. This allows you to adjust the end-stroke progression (gold valve) and both positive (silver) and negative (bronze) pressures to tailor the spring curve. Pricing should be competitive.

Following on from their Diamond enduro fork is DVO’s shorter-travel trail version. Travel is adjustable between 100 and 140mm, via internal spacers, and controlled by a closed-cartridge bladder system. Externally, you have high and low-speed compression damping adjustment, as well as an ‘Off the top’ dial, which lets you control the sensitivity of the fork in the first part of its travel. The Sapphire only has 32mm stanchions, but DVO claim it’s the strongest and stiffest of its kind. Our 29er Boost fork weighs a reasonable 1,990g , which is only very slightly heavier than a RockShox Pike. Price $1350

Things have been a little quiet from French suspension wizards BOS over the past year or so, but that looks set to change, thanks in part to this beast of a fork, which was on display at this autumn’s huge Eurobike show (see p61). The Obsys is BOS’s new airsprung downhill fork. It’s inverted, uses 42mm-diameter stanchions to ensure torsional stiffness and steering accuracy, and delivers a massive 220mm of travel – or 200mm if you want to use it with 29in wheels, in which case you may want BOS’s adjustable-offset steerer (59 or 53mm vs 56mm). Damping comes courtesy of their revised sealed-cartridge ‘FCV’ unit, which allows for rebound and low-speed compression to be adjusted externally. The twin valve heads sticking out of the top of the left-hand leg are used to adjust preload and air pressure. At a claimed 3,100g it’s certainly not light, and we’ve got a feeling that it won’t be cheap either. BOS know a thing or two about suspension though, so this should be one hell of a fo

The Pike is already one of our favourite trail forks, and the 2018 version looks even better. It’s got a new ‘DebonAir’ spring, first seen on RockShox’s rear shocks, with a larger negative chamber to improve small-bump sensitivity and mid-stroke support. This is controlled by an updated ‘Charger 2’ damper, with a lower-profile external adjuster that lets you click between three low-speed compression damping modes (‘open’, ‘pedal’ and ‘firm’), the first of which is adjustable. By offering the fork with Boost hub spacing only, RockShox have been able to maintain stiffness while shaving off a claimed 150g. Price $1238

Measuring just 4cm across, the ShockWiz is an ingenious little device that’s designed to tell you exactly how effectively your suspension is working and what you can do to improve it. The idea started as a Kickstarter campaign, before SRAM took over development under their Quarq brand last year. Now we’re excited to have our hands on the finished product. To use it, you simply ziptie the sensor to your fork or shock, connect the air valve and go riding. The ShockWiz measures and records everything and links, via Bluetooth, to an app on your phone to give you a performance readout. Adjustments are then suggested, based on your chosen tuning preset – ‘efficient’, ‘balanced’, ‘playful’ or ‘aggressive’. We can’t wait to get out there and give it a try. Price $538

If you’re looking for a massively user friendly, super-stiff, slam-proof fork that’ll take any terrain in its stride without demanding a degree in which dials do what, then RockShox’s Lyrik knocks it out of the bike park. The thick-walled, tapered 35mm stanchions made it the stiffest fork in our workshop torsion tests and it’s rock-solid accurate on the trail. It’s the only fork here that’s available in a 180mm-travel 29er format, which shows how confident RockShox are in its strength. Accuracy is increased further when it’s paired with one of SRAM’s ‘Torque Cap’ hubs, although the cutaway dropouts make it more awkward to refit regular wheels. That aside, the Lyrik is user-friendly bliss. The large-volume negative air spring automatically balances pressure with the positive spring. Add SKF seals and a stiff, non-binding chassis and it’s luxuriously smooth either side of the sag point. That translates to a seamless cushion of ultra-sensitive, ground-sucking grip even if the trail

The FIT4 version of the 36 maximises user-friendly, all-trail convenience while keeping the fork’s ultimate flat-out, tightly-controlled, race-feel performance. Some riders will miss the old 20mm axle option but stiffness gains were slight and the QR15 skewer is far more convenient. The massive 36mm stanchions and fat crown mean it’s plenty stiff anyway, with multiple travel (including ‘TALAS’ external adjustment) and wheel size options covered. No matter how hard, relentless or random the impacts, the multiple compression and rebound damping circuits keep the fork totally consistent and immaculately communicative, connecting grips to tyre knobs with amazing HD clarity. Previously that’s been at the expense of a soft top end but the FIT4 damper is now plenty smooth in ‘open’ mode, which has 22 micro-tune sub-levels to play with. The fact you can also flick it into ‘medium’ and ‘firm’ settings means you can run it soft without affecting climbing/pedalling performance too. Alternati

While the McQueen is an all-new plus tyre chassis, it shares its high-control Roughcut HLR internals with other proven X-Fusion forks, making it a standout buy for the money. While a disappointing number of ‘plus’ forks only just take a 27.5x2.8in or 29x2.4in tyre, the wide-stance McQueen will handle 27.5x3.25in or 29x2.6in rubber and we’ve had no clogging issues running a fender. That does make it around 10mm taller than average, but the internal ‘pin push’ system lets you set the travel anywhere from 80mm to 140mm in 10mm increments if you need to tweak geometry. The ‘LockX’ axle works OK. It’s a reasonable weight for a Boost fork too. The wide stance means the 34mm legs still track and communicate traction accurately, and it’s fine anchoring hard with a 200mm rotor. Offering both low and high-speed compression damping adjustment, the RC HLR damper is impressive too. It takes the solid mid-stroke carving support of X-Fusion’s RL2 damper ($675 in the McQueen chassis), adds far be

The Deville has very limited chassis options and isn’t as stiff as chunkier forks, but BOS’s latest FCV damper offers incredible grip and support if you’re patient enough to tune it right. With 34mm legs and no 29er or Boost options, this fork is looking dated. Despite cutouts in the skinny brace and obvious twist and tuck if you’re using a big rotor and bar, it’s still over 2kg too. The stepped 15mm axle system is beautifully machined to underline the premium quality and cost. There’s a 20mm axle kit too, but tyre/fender space is limited. The FCV damper has come from BOS’s rally experience via the Idylle DH fork. Get the balance of low and high-speed compression damping right and it opens up a fantastic mix of support for pushing crazy-hard through corners but ultra-sensitive traction to keep you railing no matter how random the rocks and roots get. It’s enough to make even an average tyre feel amazing and lets you stay head up, heels down and bar slammed even when you can feel t

The Yari has a super-stiff chassis, a naturally supple, traction-rich action and excellent reliability. Simpler damping than RockShox’s flagship Lyrik fork means it feels rough when you start pushing hard though. With exactly the same taper-walled, 35mm stanchion chassis as the Lyrik, it’s rock solid, even in its longest 180mm travel format. At the longer stretches it’s a reasonable weight too, though it’s arguably overkill below 150mm unless you’re a regular nose diver. If you haven’t got a SRAM wheel with stiffness-increasing ‘Torque Cap’ hub ends, the cutaway dropouts make axle location a pain. It comes in a vast range of formats, including 29+ and a ‘Dual Position Air’ version with external travel adjuster. The long negative spring and SKF seals mean a really sensitive initial stroke, and ‘Rapid Recovery’ rebound damping helps it stay alert without topping out harshly. It’s stiff enough to stay fluid under heavy braking too, and reliability on countless sets we’ve used has bee

DVO’s Diamond has the potential to be super-plush and sensitive, but patient set-up is crucial. The 35mm stanchions and oil-rich internals add weight, but it’s seriously stiff under load and doesn’t get unsettled by the biggest hits or most aggressive lines. Clearance under the arch is so tight on the 29er version that large 2.4in tyres will rub on DVO’s bolt-on fender and mud-jamming can be an issue. The insert that the 15mm QR axle threads into is loose, making losing it a real risk if you remove the wheel to fix a puncture. While first-year reliability has been excellent despite minimal maintenance, our sample has suffered significant paint flaking. The stroke is super-smooth and succulent once moving, and DVO’s mechanical ‘Off The Top’ negative-spring adjustment allows you to pick a sweet spot somewhere between a firm start with a linear stroke and a hypersensitive start with an obviously progressive end. Winding on the preload noticeably shortens the ride height though. Comp

This Swedish fork is a seriously stiff bomber but needs careful multispring balancing and lacks sensitivity. Subtly contoured lower legs, 36mm stanchions and a low brace make for an impressively solid feel on the trail. The single-piece steerer and crown with built-in bearing race sits flush with the head tube for a neat, stiff and squeak-free junction. It’s a decent weight for its taut feel too. There’s just the 29er/650b+ Boost version though, and tyre clearance is tight with big 29in rubber, so Ohlins’ own fender is the only option. While it feels smooth and notch free in the car park, the suggested pressures create an initially insensitive yet dive-prone feel that can catch you out when turning hard into a corner. That means you need to find your own balance of pressure in the main air spring and separate end-stroke control chamber to get an acceptable spring curve. Even then, it needs propping up with a lot of low-speed compression to carve without diving. That’s fine in smoo

Fox’s mid-weight 34 fork has long struggled to match the categoryleading performance of their XCorientated 32 and aggro 36, but this latest Performance series version is lighter and consistently reliable, even if the damper is a little on/off for us. It uses the same chassis as the $225 pricier Factory fork, but lacks its ‘Kashima’ stanchion coating and upgraded seals. It’s adequate rather than amazing in terms of tracking and braking stiffness, but at least it’s now significantly lighter than the 36. We’ve had no wear issues with the black stanchion finish, despite a year of regular use, and forks on complete bikes have been similarly reliable. While the ‘Float’ air spring is the same as in the Factory fork, the Performance 34 gets a GRIP rather than FIT4 compression damper. This is a simplified shim/metal-sprung IFP system. Three main settings (open, medium, firm) plus intermediate clicks give easy feel adjustment. Even when run fully open it often has a harsh, spiky feel in the

Suntour’s new Durolux looks like a bargain but it’s definitely one for heavy-hitting rather than subtle/ supple riders. The chassis is based around large 36mm-diameter legs for impressive tracking and braking stiffness. An integrated fender is included, and small Allen bolts undo to release pressure build-up and allow direct lubing of the seals. It’s a very heavy fork though, and there’s no confirmed date for when the adapter kit to convert it from old-skool 20mm to the more current 15mm axle standard will be ready. Suntour’s ambidextrous ‘Q-LOC’ design doesn’t always work as smoothly as it should either. The R2C2 gets a more sophisticated damping cartridge than the basic Durolux RC2, with high and low-speed compression and rebound damping adjustment. There are only five clicks of high-speed compression and four of high-speed rebound though, so adjustment is very coarse. Even with minimal damping wound on, the fork is still slow to compress or rebound for an average 70kg rider, wi

 The Mattoc Expert is a potentially smooth and adjustable fork at a good price, but it struggles with reliability issues and the chassis options need updating. ‘In leg’ rather than cartridge damping adds 100g over the Mattoc Pro but saves you 180$. Both forks share the same 34mm stanchions and narrow, sloped crown, which flex noticeably under large cornering and braking loads. There are no Boost or 29er options and the rearward brace limits fender options. The switch to a ‘Hexlock SL’ bolt-in axle makes wheel removal/fitting much easier than with the old bayonet-cam QR axle. When it’s working, the DH-derived air spring is impressively supple off the top and ramps up smoothly to create a mid stroke that you can lean on hard through corners. High and low-speed compression damping is tangible and consistent, and it handles big hits without spiking. The 2017 fork also gets the ‘IVA’ volume spacer stack upgrade as standard to make progression tuning easy. Unfortunately, Mattoc reliabil