Intro

The Carbide SL is the ultimate cross country weapon.

Over three years in development, the Carbide SL is the ultimate in lightweight, stiffness and pedalling efficiency. At a scant 4.4 pound frame weight, it's one of the lightest XC full suspension bikes on the market, and certainly the stiffest. The Carbide SL can be hammered through anything an XC rider or racer could throw at it.

Saddle up boys, saddle up.

Overview

Features

• 90mm rear travel.
• 4.4 pound/2000 gram frame weight, medium size
• Optimized carbon fiber front triangle, individual lay ups for each size.
• High modulus carbon fiber with aluminum dropouts.
• Integrated aluminum chain suck protector.
• Low stand over height with plenty of seat post adjustability.
• Only three sets of bearings means easy service.
• Accepts dual water bottles on all but the small frame.
• Available in black only
• Available in small, medium, large and extra large.

Tech

The Background

Let's face it, the buzz on carbon has every bike company out there diving into weaves and resins at an alarming rate. The result is a plethora of poorly thought out, designed and executed carbon full suspension bikes. Some may be light, but lack the stiffness. Some may be stiff, but lack the lightness. It seems no one got the formula right… until now. Introducing the Carbide SL, the ultimate in lightweight and stiffness.

It's no real mystery why weight is a critical element of a bicycle, but stiffness is often a far secondary consideration. It's really unfortunate, because it translates into greater rider control, improved durability (a stiff package means the bearings aren't being side loaded) and better suspension action. Being stiff also gives the Carbide SL versatility. Bikes that are overly flexy may be good enough for a two hour XC race, but can't really handle a rough XC ride. Our goal with the SL was to make a bike that was stout enough for real punishment.

But stiffness and lightweight don't just come easy. It took three years to develop the SL, and in the end, it's a masterpiece of hand construction. Additional layers of carbon on the bottom of the down tube and top tube work to distribute loads evenly, stiffening layers on tube sides (when they have the greatest effect in bending) reduction lateral flex, box section top, down and seat tubes to counter lateral bending and rounded tube-sides counteract torsional loading and specific lay-ups for each size. These are just a few of the reasons for the winning combination.

And that's just the front triangle, the rear triangle is the area that typically sees the majority of flex. The Carbide SL features an all new carbon swingarm. By design alone, the fully triangulated swingarm, attached to the front triangle with a compact hollow-forged link, provides a high level of stiffness. But with focused use of high modulus carbon fiber, we were able to maximize the stiffness without adding any extra weight.

Specifications

Geometry

Sizing

Setup Guide - Suspension Setup

For a handy graph of our suggested suspension setup, please click here:

The best way you can maximize the performance of your bicycle is by ensuring correct rear shock sag. To set sag, push the O-ring completely forward on your rear shock (towards the shock seal). Now sit on the bike in a normal riding position near a wall to steady yourself. (Note: If you use a hydration pack, make sure you also have this on. You want your "ride weight" to be as close as it is when you normally ride.) Without bouncing on the saddle or pedals, distribute your weight on the saddle and pedals in a normal riding position while holding the handlebars. Push the O-ring back up towards the shock seal and gently get off (to avoid moving the O-ring)

Recommended Sag Applications
Cross Country (Automatic/Carbide SL) 25-30% of total shock travel in sag, This should be 9.5mm and 11.5mm between the O-ring and shock seal on the Carbide and 12.5mm to 15mm on the Automatic.

Spring Adjustment-Air Shocks
To install air pressure in the main air spring, remove the air cap from the Schrader valve located above the large air spring canister. Attach the pump to the Schrader valve. The hiss you hear when unscrewing the pump is only the air left in the pump itself and not from the shock. This does not affect your pressure setting in the shock. Likewise, when you install the pump, the shock will fill the pump and reduces the registered pressure previously installed in the shock. This usually is a 10-15 psi difference between what was in the shock and what the pump is reading. This is all normal procedure when adjusting the air spring pressure. After removing the pump, be sure to reinstall the Schrader valve cap.

Rebound Damping Adjustment
The rebound damping controls the return rate of the shock after it has been compressed to absorb a bump. Rebound damping can be adjusted for different spring rates, terrain, and rider preferences. Rebound on shocks can be adjusted by the red knob on Fox shock and the blue knob on Manitou shocks, which is located on the shaft eyelet mount on coil shocks and the air canister eyelet mount on air shocks. As a general rule, rebound that is adjusted too fast will exhibit a springy ride that has excessive pedaling movement and kick up the rear end on multiple bumps and big hits. Rebound that is adjusted too slow will exhibit a packing of the rear wheel that is identified by a low ride height, stiff feeling on multiple bumps and the rear wheel drifting to one side on stutter (braking) bumps. A good rebound starting point is to set the shock to achieve a return movement that is just short of "snapping back".