la spark 26 ha il carro in carbonio fino alla 10, dalla 20 è in alluminio
la spark 29 ha il carro in carbonio sulla sl e rc, la expert e la pro lo hanno in alluminio, elite team e comp sono tutte in alluminio
ciao
Scott Spark che passione!!!!!!!!!
- Creatore Discussione lucascott
- Data di inizio
- Stato
la spark 29 ha il carro in carbonio sulla sl e rc, la expert e la pro lo hanno in alluminio, elite team e comp sono tutte in alluminio
ciao
... e 5 mesi di attesa non sono comunque pochi
Ma l'hai gia vista dal vivo x poter scegliere o l'hai prenotata a scatola chiusa ???
Ehi , la voglio leggere anch'io ... xchè mi si apre una pagina con solo l'intestazione e l'elenco degli articoli a sx ( tutti impossibili da leggere , mi si ricarica sempre la stessa pag )
?
2012 SCOTT SPARK MOUNTAIN BIKE RIDE REVIEW & TECH REPORT
posted by Tyler (Editor) - July 27, 2011 - 3pm EDT
Every year, Scott Sports brings a group of journalists out for Scottweek and lets us ride their latest and greatest mountain bikes. This year, of course, we were handed the grips to the new 2012 Spark dual-travel full suspension XC mountain bikes. Heres the story
A TALE OF TWO BIKES
I rode both the 29er and 26″ Scott Spark over four days of epic singletrack in Sun Valley, ID. Three days on big wheels and one on the 26″ was enough to tell the bikes are quite different. Despite virtually identical looking frames and spec (model for model), the ride characteristics provide two distinct experiences.
Both models have separate two-position settings for both travel and BB height/head angle adjustment. The travel changes by way of increased damping rather than an actual drop in suspension height. The long travel mode is wide open, and the mid-travel Traction mode firms things up for better performance under power and on the climbs. Travel changes equally front and rear simultaneously, and a third position locks things out completely. If youre looking for basic specs, check out intro post here, and complete bike weights are here. Dive past the break for details and a full ride review
HOW IT WORKS
The DT Swiss Nude2 Shock uses two separate damper circuits to keep damping feel characteristics the same in each travel mode. Perhaps counterintuitively, the oil flow is more restricted in the fully open, long travel setting. There are two air chambers, a main and secondary. The smaller secondary chamber is at the top of the shock. When in Traction mode, the secondary chamber is closed off, creating a smaller overall air volume. The effect is that the shock ramps up faster, basically limiting the travel and creating a firmer ride. The damping does not affect travel, and actual physical travel doesnt change, just the realistically useable portion.
The travel setting is controlled by their TwinLock dual action lever. Push it part of the way and it goes to Traction mode. Push it further and it locks things out. Snap the silver release and it drops back one setting at a time.
Up front, the SID or Reba fork (depending on bike model) has a custom, Scott-exclusive DNA3 Motion Control compression tune from Rockshox. In the middle position, it changes the compression valve to limit the amount of useable travel in normal riding conditions, and they designed it to effectively limit the travel to match the Nude2 shocks. But, because its a Motion Control system with FloodGate, if you hit something hard enough, itll still blow off and move through full travel regardless of whether its in Traction Mode or locked out. It keeps the FloodGate adjustment bezel on the top of the fork, allowing you to fine tune how much force is required to blow through the lockout. And yes, if you open the Floodgate all the way up, youll mitigate most of the damping effects of Traction mode, essentially unbalancing the amount of travel front to rear. The upside is its an unintended method of additional customization.
PROVING GROUNDS
The rides consisted of 1-2 hour climbs on mostly singletrack, flowy sections along mountain sides and bomber descents that combine smooth dirt berms, decomposed granite switchbacks, blazing fast singletrack and technical rocky sections. The trails there, of which there are more than 350 marked and mapped miles, provide some seriously amazing riding and the perfect place to test bikes.
THE 29er IS THE RACE BIKE
On the 29er, the travel is 100mm when open and 70mm in Traction mode. The Spark has a two-position chip at the rear shock mount that lets you customize the geometry by setting it in High or Low. I set it in low position on the first day, which provides a slightly lower BB height and ~0.6 degree slacker head angle. In this mode, the front end felt a little wishy-washy. Scotts marketing manager Adrian Montgomery says most people like the High setting on the 29er, and I agree wholeheartedly. Its worth noting that I generally prefer a tighter handling, racier bike, anyway.
On the second day of big wheels, I put it in High and it felt way more dialed. The reality is most people will find the setting they like and leave it there, but its a nice feature that adds virtually no complexity or weight. It took all of 60 seconds to swap positions with a single Allen wrench, so you could even swap it at the top of the climb before hitting the DH. I kept it High from here on, so the rest of this review is based on that.
A big tapered headtube mates to equally stout top and downtubes.
On the descents, the bike is fast and predictable. I tend to put my seat fairly far forward, and a few times I had to fight momentum to keep myself far enough behind the front wheel. The more powerful climbing position and better handling more than offset that risk, though.
The TwinLoc is quite effective. Open, its noticeably more active and keeps the wheel stuck the ground better on rough sections and descents. On the climbs, its a bit too active, so I switched to Traction mode and it felt just right, with enough suspension movement to keep the rear wheel in constant contact with the ground and smooth irregularities, water bars and small rocks, but firm enough to provide a solid pedaling platform. In other words, both modes do what they should and do it well. That said, the rear end was by no means soft like a longer travel bike when fully open yet.
The pivots use the same oversized axles and bearings as their long-travel Genius bikes, which keeps things plenty stiff. I could stand up and mash or sit and spin and, as long as it was in Traction mode, it felt pretty efficient. Visual shock bob was minimal when pedaling.
So far, Im thinking this is a straight up race bike with no aspirations of being a trail bike.
The Spark has a wide pressfit BB92 bottom bracket with direct mount front derailleur.
The Sparks all use a 142x12 rear thru-axle which is nice, but oddly matched to the 9mm QR only on the forks.
BUT WAIT, AIR PRESSURE CHANGES EVERYTHING
On the fourth day, I rode the alloy 29er. I kept it in High but ran much lower air pressure in the rear shock, going from roughly 15% sag the first couple days to about 25%.
I also changed the fork’s positive air to about 15psi lower than the recommended settings. Normally I run the PSI pretty much inline with Rockshoxs recommendations, so perhaps Scotts custom damping changed things up enough to require a bit softer setting. I kept the forks negative air PSI at the recommended pressure. It changed things quite a bit. It became a much plusher bike with more control on the downhill, but in Traction mode it still climbed very efficiently. This day was a lot more fun, and it absolutely railed the downhills on Greenhorn and Imperial trails.
Its still not really a trail bike, but definitely more fun when its run with a bit softer suspension overall. I think this is where the dual travel setting really shines and gives the bike a split personality. The Traction mode was still perfectly firm, but the Open setting really came to life with a lower PSI. Scotts reps admitted they thought about giving the Spark more travel but decided to keep it shorter so it was a more distinct model from their Genius trail bike.
THE SMALL WHEELS ARE MORE FUN
To be honest, I came into ScottWeek expecting to love the 29er and admire the 26″ Spark. It ended up being the opposite, which just goes to show that overall bike design and application has more to say about a bikes drinkability than wheel size alone.
The 26″ Sparks three travel settings are 120mm travel fully open, 85mm Traction mode and locked out. The extra travel simply made this bike more fun to throw around. And at just 21lbs at the top of the range (which is what I rode), it could be thrown around pretty easily.
The lines on the alloy frame pretty well mimic those of the carbon versions.
The 26″ inch bikes travel settings worked just as well as the 29er, theres just more of it. In firm, its equally efficient, but in Open its way plusher. Sure, its likely because of having that extra 15-20mm of travel, but so far my early impressions are that the 26″ SID is a bit smoother than the 29er SID, but I havent had a fair apples-to-apples comparison yet. Take that how you want for now, were working on doing a proper test.
I rode the carbon 26″ bike, which was plenty stiff and highly raceable. For those of you that are sold on just one wheelsize, go with what you like. If you have the space or budget for a quiver, the Spark 26″ could fill in the holes for a couple of slots: XC racer, trail bike, envy-inducing general purpose mountain bike.
The top and downtube meet the headtube at full width on both alloy and carbon models, providing a super stiff front end. The alloy bike rode just as nicely as the carbon one, perhaps a bit quieter even. The naming scheme varies a bit between wheel sizes to keep them from having too many numbers. The 26″ carries forward the numerical naming, lower numbers (10) being better than higher numbers (40). the 29ers will get monikers like Elite to separate them because, well, a 2012 Scott Spark 29er 40 is a lot of numbers.
The hydroformed seat tube goes wide where it can and stays narrow where it has to. The alloy frames get a standard outboard bottom bracket rather than the carbons pressfit BB.
A WHIRLWIND ROMANCE
I only had 3/4 of one day on the 26″ because I broke the frame. In the interest of fairness and full disclosure, it looked like the frame had been subjected to a number of chain drops/sucks around the bottom bracket before I got my hands on it, which may have exacerbated any problems with that particular frame, but the break itself was on the inside of the driveside chainstay immediately behind the front pivot, before the chainstay bridge that runs in front of the rear tire. Oddly, it happened when I went to shift from the little ring to the big ring but the chain ended up dropping to the inside. I didnt mash it, but did try to lightly pedal it back on a couple of times before dismounting to repair. It wasnt until I tried to pedal away that I noticed a lot of flex at the BB and initially thought one of the pivots had busted. Montgomery said these were all pre-production, but a metal chainsuck guard would go a long way to preventing similar wear-and-tear.
CHANGES FROM 2011
The new rear linkage, which went to a one-piece design for this new model, and addition of a brake bridge on the seatstays helped stiffen things up, which is particularly apparent on the 29er. Coming into some hot corners, the bike went where it was pointed without hesitation.
Prices range from $1,500 to $10,500 for 26″ and $1,650 to $6,500 for 29er. Frameset pricing isnt set yet. On the lower end of the range, they have a simpler TwinLoc that only switches between fully open and locked out, no intermediate Traction setting.
The alloy bikes we tested were using a pre-production linkage. Production models will get a slightly wider piece to provide better frame clearance.
OTHER THOUGHTS
The forks are 9mm QR only across all sizes and prices. Scott said their research showed a lot of racers still want standard QR, likely because they have a quiver of expensive, lightweight wheels that wouldnt work with the new-ish thru axles. Theoretically, you could order new lowers from Rockshox to get a bigger axle. The decision is a bit odd, though, considering the rear is 142×12. You can get an adapter and IDS 135mm dropouts to use those same expensive hoops if you need to.
With the Nude2 shock, they made a smaller, lighter shock without the piggyback reservoir of years past. This allows placement of a water bottle in the usual locations on all frame sizes. They also added a lever (rather than a knob) for the rebound adjustment to make it easy to adjust even with full finger gloves or wet, muddy fingers. The side benefit is that it also keeps the rebound adjustment within the proper ranges, too.
posted by Tyler (Editor) - July 27, 2011 - 3pm EDT
Every year, Scott Sports brings a group of journalists out for Scottweek and lets us ride their latest and greatest mountain bikes. This year, of course, we were handed the grips to the new 2012 Spark dual-travel full suspension XC mountain bikes. Heres the story
A TALE OF TWO BIKES
I rode both the 29er and 26″ Scott Spark over four days of epic singletrack in Sun Valley, ID. Three days on big wheels and one on the 26″ was enough to tell the bikes are quite different. Despite virtually identical looking frames and spec (model for model), the ride characteristics provide two distinct experiences.
Both models have separate two-position settings for both travel and BB height/head angle adjustment. The travel changes by way of increased damping rather than an actual drop in suspension height. The long travel mode is wide open, and the mid-travel Traction mode firms things up for better performance under power and on the climbs. Travel changes equally front and rear simultaneously, and a third position locks things out completely. If youre looking for basic specs, check out intro post here, and complete bike weights are here. Dive past the break for details and a full ride review
HOW IT WORKS
The DT Swiss Nude2 Shock uses two separate damper circuits to keep damping feel characteristics the same in each travel mode. Perhaps counterintuitively, the oil flow is more restricted in the fully open, long travel setting. There are two air chambers, a main and secondary. The smaller secondary chamber is at the top of the shock. When in Traction mode, the secondary chamber is closed off, creating a smaller overall air volume. The effect is that the shock ramps up faster, basically limiting the travel and creating a firmer ride. The damping does not affect travel, and actual physical travel doesnt change, just the realistically useable portion.
The travel setting is controlled by their TwinLock dual action lever. Push it part of the way and it goes to Traction mode. Push it further and it locks things out. Snap the silver release and it drops back one setting at a time.
Up front, the SID or Reba fork (depending on bike model) has a custom, Scott-exclusive DNA3 Motion Control compression tune from Rockshox. In the middle position, it changes the compression valve to limit the amount of useable travel in normal riding conditions, and they designed it to effectively limit the travel to match the Nude2 shocks. But, because its a Motion Control system with FloodGate, if you hit something hard enough, itll still blow off and move through full travel regardless of whether its in Traction Mode or locked out. It keeps the FloodGate adjustment bezel on the top of the fork, allowing you to fine tune how much force is required to blow through the lockout. And yes, if you open the Floodgate all the way up, youll mitigate most of the damping effects of Traction mode, essentially unbalancing the amount of travel front to rear. The upside is its an unintended method of additional customization.
PROVING GROUNDS
The rides consisted of 1-2 hour climbs on mostly singletrack, flowy sections along mountain sides and bomber descents that combine smooth dirt berms, decomposed granite switchbacks, blazing fast singletrack and technical rocky sections. The trails there, of which there are more than 350 marked and mapped miles, provide some seriously amazing riding and the perfect place to test bikes.
THE 29er IS THE RACE BIKE
On the 29er, the travel is 100mm when open and 70mm in Traction mode. The Spark has a two-position chip at the rear shock mount that lets you customize the geometry by setting it in High or Low. I set it in low position on the first day, which provides a slightly lower BB height and ~0.6 degree slacker head angle. In this mode, the front end felt a little wishy-washy. Scotts marketing manager Adrian Montgomery says most people like the High setting on the 29er, and I agree wholeheartedly. Its worth noting that I generally prefer a tighter handling, racier bike, anyway.
On the second day of big wheels, I put it in High and it felt way more dialed. The reality is most people will find the setting they like and leave it there, but its a nice feature that adds virtually no complexity or weight. It took all of 60 seconds to swap positions with a single Allen wrench, so you could even swap it at the top of the climb before hitting the DH. I kept it High from here on, so the rest of this review is based on that.
A big tapered headtube mates to equally stout top and downtubes.
On the descents, the bike is fast and predictable. I tend to put my seat fairly far forward, and a few times I had to fight momentum to keep myself far enough behind the front wheel. The more powerful climbing position and better handling more than offset that risk, though.
The TwinLoc is quite effective. Open, its noticeably more active and keeps the wheel stuck the ground better on rough sections and descents. On the climbs, its a bit too active, so I switched to Traction mode and it felt just right, with enough suspension movement to keep the rear wheel in constant contact with the ground and smooth irregularities, water bars and small rocks, but firm enough to provide a solid pedaling platform. In other words, both modes do what they should and do it well. That said, the rear end was by no means soft like a longer travel bike when fully open yet.
The pivots use the same oversized axles and bearings as their long-travel Genius bikes, which keeps things plenty stiff. I could stand up and mash or sit and spin and, as long as it was in Traction mode, it felt pretty efficient. Visual shock bob was minimal when pedaling.
So far, Im thinking this is a straight up race bike with no aspirations of being a trail bike.
The Spark has a wide pressfit BB92 bottom bracket with direct mount front derailleur.
The Sparks all use a 142x12 rear thru-axle which is nice, but oddly matched to the 9mm QR only on the forks.
BUT WAIT, AIR PRESSURE CHANGES EVERYTHING
On the fourth day, I rode the alloy 29er. I kept it in High but ran much lower air pressure in the rear shock, going from roughly 15% sag the first couple days to about 25%.
I also changed the fork’s positive air to about 15psi lower than the recommended settings. Normally I run the PSI pretty much inline with Rockshoxs recommendations, so perhaps Scotts custom damping changed things up enough to require a bit softer setting. I kept the forks negative air PSI at the recommended pressure. It changed things quite a bit. It became a much plusher bike with more control on the downhill, but in Traction mode it still climbed very efficiently. This day was a lot more fun, and it absolutely railed the downhills on Greenhorn and Imperial trails.
Its still not really a trail bike, but definitely more fun when its run with a bit softer suspension overall. I think this is where the dual travel setting really shines and gives the bike a split personality. The Traction mode was still perfectly firm, but the Open setting really came to life with a lower PSI. Scotts reps admitted they thought about giving the Spark more travel but decided to keep it shorter so it was a more distinct model from their Genius trail bike.
THE SMALL WHEELS ARE MORE FUN
To be honest, I came into ScottWeek expecting to love the 29er and admire the 26″ Spark. It ended up being the opposite, which just goes to show that overall bike design and application has more to say about a bikes drinkability than wheel size alone.
The 26″ Sparks three travel settings are 120mm travel fully open, 85mm Traction mode and locked out. The extra travel simply made this bike more fun to throw around. And at just 21lbs at the top of the range (which is what I rode), it could be thrown around pretty easily.
The lines on the alloy frame pretty well mimic those of the carbon versions.
The 26″ inch bikes travel settings worked just as well as the 29er, theres just more of it. In firm, its equally efficient, but in Open its way plusher. Sure, its likely because of having that extra 15-20mm of travel, but so far my early impressions are that the 26″ SID is a bit smoother than the 29er SID, but I havent had a fair apples-to-apples comparison yet. Take that how you want for now, were working on doing a proper test.
I rode the carbon 26″ bike, which was plenty stiff and highly raceable. For those of you that are sold on just one wheelsize, go with what you like. If you have the space or budget for a quiver, the Spark 26″ could fill in the holes for a couple of slots: XC racer, trail bike, envy-inducing general purpose mountain bike.
The top and downtube meet the headtube at full width on both alloy and carbon models, providing a super stiff front end. The alloy bike rode just as nicely as the carbon one, perhaps a bit quieter even. The naming scheme varies a bit between wheel sizes to keep them from having too many numbers. The 26″ carries forward the numerical naming, lower numbers (10) being better than higher numbers (40). the 29ers will get monikers like Elite to separate them because, well, a 2012 Scott Spark 29er 40 is a lot of numbers.
The hydroformed seat tube goes wide where it can and stays narrow where it has to. The alloy frames get a standard outboard bottom bracket rather than the carbons pressfit BB.
A WHIRLWIND ROMANCE
I only had 3/4 of one day on the 26″ because I broke the frame. In the interest of fairness and full disclosure, it looked like the frame had been subjected to a number of chain drops/sucks around the bottom bracket before I got my hands on it, which may have exacerbated any problems with that particular frame, but the break itself was on the inside of the driveside chainstay immediately behind the front pivot, before the chainstay bridge that runs in front of the rear tire. Oddly, it happened when I went to shift from the little ring to the big ring but the chain ended up dropping to the inside. I didnt mash it, but did try to lightly pedal it back on a couple of times before dismounting to repair. It wasnt until I tried to pedal away that I noticed a lot of flex at the BB and initially thought one of the pivots had busted. Montgomery said these were all pre-production, but a metal chainsuck guard would go a long way to preventing similar wear-and-tear.
CHANGES FROM 2011
The new rear linkage, which went to a one-piece design for this new model, and addition of a brake bridge on the seatstays helped stiffen things up, which is particularly apparent on the 29er. Coming into some hot corners, the bike went where it was pointed without hesitation.
Prices range from $1,500 to $10,500 for 26″ and $1,650 to $6,500 for 29er. Frameset pricing isnt set yet. On the lower end of the range, they have a simpler TwinLoc that only switches between fully open and locked out, no intermediate Traction setting.
The alloy bikes we tested were using a pre-production linkage. Production models will get a slightly wider piece to provide better frame clearance.
OTHER THOUGHTS
The forks are 9mm QR only across all sizes and prices. Scott said their research showed a lot of racers still want standard QR, likely because they have a quiver of expensive, lightweight wheels that wouldnt work with the new-ish thru axles. Theoretically, you could order new lowers from Rockshox to get a bigger axle. The decision is a bit odd, though, considering the rear is 142×12. You can get an adapter and IDS 135mm dropouts to use those same expensive hoops if you need to.
With the Nude2 shock, they made a smaller, lighter shock without the piggyback reservoir of years past. This allows placement of a water bottle in the usual locations on all frame sizes. They also added a lever (rather than a knob) for the rebound adjustment to make it easy to adjust even with full finger gloves or wet, muddy fingers. The side benefit is that it also keeps the rebound adjustment within the proper ranges, too.
Ehi , la voglio leggere anch'io ... xchè mi si apre una pagina con solo l'intestazione e l'elenco degli articoli a sx ( tutti impossibili da leggere , mi si ricarica sempre la stessa pag )
adesso puoi leggerlo
splendida... quando ti hanno previsto la consegna?
ordinata oggi la 29 pro...
ciao
a dicembre, mannaggia zozza bislacca..splendida... quando ti hanno previsto la consegna?
ciao
è che ho già trovato da vendere la olympia master, e il mese prossimo me la reclamano...
a dicembre, mannaggia zozza bislacca..
è che ho già trovato da vendere la olympia master, e il mese prossimo me la reclamano...
spero che te nn ti penta presto della tua scelta .
ciao a tutti,
vorrei a breve acquistare una full suspended per godermi fino in fondo le uscite fuori strada. starei su scott perche da 4 anni ho una bdc scott cr1 che mi ha dato grandi soddisfazioni. ora il mio dubbio è questo: quale delle 2 disperde meno energia in fase di spinta...cioè ha il sistema ammortizzante posteriore più efficiente? non "ballano" in fase di pedalata? grazie..ciao
vorrei a breve acquistare una full suspended per godermi fino in fondo le uscite fuori strada. starei su scott perche da 4 anni ho una bdc scott cr1 che mi ha dato grandi soddisfazioni. ora il mio dubbio è questo: quale delle 2 disperde meno energia in fase di spinta...cioè ha il sistema ammortizzante posteriore più efficiente? non "ballano" in fase di pedalata? grazie..ciao
ovviamente la spark
la genius è per un tipo di utilizzo diverso..dipende un pò quali sono i percorsi che intendi affrontare
ovviamente la spark
la genius è per un tipo di utilizzo diverso..dipende un pò quali sono i percorsi che intendi affrontare
colli bolognesi: salite ripide e relativamente corte e discese tecniche con radici e sassi..il mio budget e' ca.1500 2000 euro...ha senso una spark 50 o 60 ? o senza traction control ballo in salita?
La Spark è una ottima bici perché la puoi liberare e bloccare semplicemente con un click. Ma nella posizione intermedia non è così efficiente come altri schemi di carro. Purtroppo lo schema usato non è esente da bobbing, nemmeno con il Traction mode. La madre di tutte le bici sarebbe una Spark con carro horst ed un nude con il propedal nella posizione intermedia. Per averla però credo che dobbiamo aspettare molto o sognarcela. Bisogna che fox decida di fare un RP23 a tre posizioni e che Scott decida di pagare a Specialized i diritti per il brevetto depositato solo negli USA.
PS: I tedeschi non sono soggetti al brevetto e tutti o quasi lo montano. La mia AM non bobba col propedal
avevo infatti letto che il carro horst faceva la differenza: mi puoi elencare qualche modello di specialized e marca europea che non bobba?
Il carro horst aiuta, ma da solo non basta. L'ammo, con un dispositivo apposito, elimina il bobbing. Il nude non ce l'ha.
La mia nerve am (carro da 140) non bobba da seduto. Quasi per niente in piedi. Per le altre chiedi, tenendo presente che in genere i proprietari tendono ad esaltare i pregi e sminuire i difetti.
Per mia esperienza di lettura generale ti posso dire che il brain in salita è meglio dell'RP23 (più fermo), e peggio in discesa (più pigro). Infatti anche Specy su modelli trail/enduro monta l'rp.
Poi dipende cosa cerchi e quanto puoi/vuoi spendere. Attualmente se io dovessi ricomprare una XC, andrei sulle tedesche online (Rose, Canyon e Radon) gli utenti (me compreso) dicono che sono di qualità ottime, e se prendi un modello di livello della Spark 20 o 10 risparmi oltre 100 eu ed hai un montaggio di gran lunga migliore.
Comunque quello che compri compri bene, Scott, Cannondale, Trek e SJ fsr (trail). Non metto la epic perché non sono d'accordo con la politica di mercato di merda, che vede Specy forzare i propri clienti a comperare una 29" quando per loro non è adatta (io personalmente credo che le 29 non siano utili a nessuno, a parte la pubblicità che ci martella, chi l'ha usata dice che è più pesante e meno maneggevole (=> in salita va più piano ed in discesa va più piano)).
- Stato