The Firebird has been around a very long time. Long prior to the rise of enduro racing. Just how, if whatsoever, has the enduro scene influenced the development of the Firebird, particularly this version?
Only when we were bending down major, big routes would certainly the Firebird actually feel comfortable. With such a nonstop appetite for gnar, it would certainly be the ideal park bike, specifically when ridden with a heavy hand. Several bikes in this group, even ones approaching the same traveling range, are springy, long legged route creatures, yet not this. There's no mistaking the Firebird's DH family tree.
Knolly has constantly been an 'design initially' firm and there are lots of surprise information on this bike This frame is made with a Knolly proprietary stiff mandrel layup procedure which is a much remarkable (but substantially more expensive) carbon production procedure. One of the coolest points is that the 4 By 4 pivot hardware is CNC machined black anodized 6/4 titanium, custom made to Knolly. While not inexpensive, it's just the best material for the job.
By turning the lower shock place, utilizing shocks with various eye to eye/stroke lengths, as well as differing traveling forks, Ghost is able to make use of the same primary structure and also swing arm on AMR system bikes ranging in traveling from 130 160mm. This usage of common major frames as well as turn arms on different traveling bikes permits lowered manufacturing prices, raised quality assurance and also a total good deal for the end motorcyclist.
The 155 millimeter travel, enduro race inspired Warden is Knolly's entry into the carbon fiber frame game. Constructed around 650b wheels, it uses Knolly's take on the four bar Horst link suspension, called Fourby4. Developed by Knolly chief developer and Chief Executive Officer, Noel Buckley, the strut style suspension declares to allow the wheel path and shock development to be adjusted separately to develop a reliable pedaling system with an endless feeling on large influences.
Much of my trial and error in suspension configuration was spent discovering my ideal droop. At simply over 30 percent, I had a heck of a time trying to bottom it out, which, on most bikes, I might do two or 3 times in a descent. But its efficiency over tiny as well as mid sized bumps was excellent, and it felt unbalanced when I deepened the sag, so I stayed in between 30 and 33 percent. Most of the traveling would remain hectic predictably as well as continually chewing out route, and also there was constantly a little additional ready to soften a big jump or get rid of a large mistake.