Sometimes there’s a build that just comes along and I have to expand on what went into building it. Eric’s build is one of those builds. Its pretty epic and getting to the point to actually lace parts on it, took some doing. So let me dive in a bloviate a bit about this particular Marauder Ti SS!
On the surface, this one fits in nicely with all the other titanium singlespeeds I’ve been building to date. For the record, if I only had to own and build just one bike, I’d ONLY build singlespeeds and I’d only own a Titanium singlespeed (there’s an idea…). They’re that fun to ride and build. Eric’s build also sports my most up to date geometry refinements I’ve been building around for the past 5 or so years. Those include:
· 66° HT angle
· 73° ST angle
· 63.5mm BB Drop
· 425.5mm CS length (~430mm tensioned around a 32x20t ring/cog combo)
· This ones built around a 120mm fork with 44mm offset (typically I build around 120, 130 and 140mm forks depending on client size/riding style)
· Traditional DT bottle bosses and external ST bosses so post length/insertion depth is maximized.
· Dropper Port included but client runs rigid posts
· All other points of interest are custom
So that’s not too out of the ordinary around this neck of the woods. But one request I’m frequently reluctant to green light is leaving the welds RAW. This means not removing any of the HAZ post weld when finishing in Titanium. The bar for Titanium welds is quite high in the cycling industry and I’d argue not many truly understand exactly what they’re looking at aside from blue is bad, silver is good. But in between those two spectrums there’s a lot going on of what is actually acceptable. However, this one sports customer requested RAW welds so none of the post weld straw coloration has been removed. It has a brushed finish, so there’s a degree of cleanup to blend some spots and remove some of the warts from teh welding process (clamps leave burnish marks from moving them around etc. and I’ve brushed those out and cleaned up the tubes post weld in some spots to make it all look like it wasn’t abused).
The bike itself is custom so sizing is relative to the client along with wheelbase and front center (both dictated by reach which is an extension of cockpit length and layback – it is what it is but if you know what you’re doing, you keep an eye on it and adjust reach if you feel front center and wheelbase are getting a tad too long for the riders height/proportions). The real kicker here is the build kit. Eric went absolutely flat out.
· Berd spokes laced to Maple hoops and I9 Hydra II hubs
· Trick Stuff’s Picola Carbon brakes
· Cane Creek’s eeWing cranks in 170mm (8-bolt… How many bolts do we need to tighten, Sram?)
· Intend’s Samurai XC in 120mm of travel
· Boone 20t Ti Cog in 70v PINK
· Paul Components Boxcar Stem with Pink face plate
· A pair of Ti King Cage’s in custom rose to gold fade
· Wolftooth Chainring (32t)
· Whiskey No. 7 bars and rigid post
· SQLab 611 Saddle
· White Industries T47 BB86 Internal X-15 Ceramic bottom bracket
· Sram Eagle Chain
· Vitoria Mescal 2.35 Treads
· Chris King Inset7 headset in Matte Punch
· Lots of custom in-house turned titanium spacers including headset, crank and SS spacers
· Oh, and a Cobra Framebuilding made 44 Bikes “Swear to Shred” Titanium top cap!
Behold all its glory…
Look at that fade..
IN THE PINK.
One thing I always strive for is tire clearance. This one is no exception. Plus look at that asymmetry and negative space going on through a field of titanium!
I will say, hands down that Intend Samurai XC USD fork is most likely the finest crafted piece of kit I’ve ever had in the shop or laid hands on. When you tighten the brake bolts on the adapter, the caliper does not shift under torque. Things are FLAT and precise. That thru axle? Lines right up. The post mount alone is just gorgeously machined and crafted. Working on the fork required little tools and was quite easy/straight forward (With this fork, I had to buy a Rock Shox charger kit and install it myself – which again, was easy). Performance wise, that’s yet to be expanded on as this is literally the first one I’ve had in the shop and I have no time on one so it will be interesting to hear from the client how it performs out on the trail as you only get to adjust low compression/rebound settings unlike Fox’s GripX2 which allows for both hi/lo rebound and hi/lo compression settings to be fiddle with. So I’m curious to find out more long term performance attributes from first hand experience. But look at that thing!
Erics Build in Review
Sometimes there’s a build that just comes along and I have to expand on what went into building it. Eric’s build is one of those builds. Its pretty epic and getting to the point to actually lace parts on it, took some doing. So let me dive in a bloviate a bit about this particular Marauder Ti SS!
On the surface, this one fits in nicely with all the other titanium singlespeeds I’ve been building to date. For the record, if I only had to own and build just one bike, I’d ONLY build singlespeeds and I’d only own a Titanium singlespeed (there’s an idea…). They’re that fun to ride and build. Eric’s build also sports my most up to date geometry refinements I’ve been building around for the past 5 or so years. Those include:
· 66° HT angle
· 73° ST angle
· 63.5mm BB Drop
· 425.5mm CS length (~430mm tensioned around a 32x20t ring/cog combo)
· This ones built around a 120mm fork with 44mm offset (typically I build around 120, 130 and 140mm forks depending on client size/riding style)
· Traditional DT bottle bosses and external ST bosses so post length/insertion depth is maximized.
· Dropper Port included but client runs rigid posts
· All other points of interest are custom
So that’s not too out of the ordinary around this neck of the woods. But one request I’m frequently reluctant to green light is leaving the welds RAW. This means not removing any of the HAZ post weld when finishing in Titanium. The bar for Titanium welds is quite high in the cycling industry and I’d argue not many truly understand exactly what they’re looking at aside from blue is bad, silver is good. But in between those two spectrums there’s a lot going on of what is actually acceptable. However, this one sports customer requested RAW welds so none of the post weld straw coloration has been removed. It has a brushed finish, so there’s a degree of cleanup to blend some spots and remove some of the warts from teh welding process (clamps leave burnish marks from moving them around etc. and I’ve brushed those out and cleaned up the tubes post weld in some spots to make it all look like it wasn’t abused).
The bike itself is custom so sizing is relative to the client along with wheelbase and front center (both dictated by reach which is an extension of cockpit length and layback – it is what it is but if you know what you’re doing, you keep an eye on it and adjust reach if you feel front center and wheelbase are getting a tad too long for the riders height/proportions). The real kicker here is the build kit. Eric went absolutely flat out.
· Berd spokes laced to Maple hoops and I9 Hydra II hubs
· Trick Stuff’s Picola Carbon brakes
· Cane Creek’s eeWing cranks in 170mm (8-bolt… How many bolts do we need to tighten, Sram?)
· Intend’s Samurai XC in 120mm of travel
· Boone 20t Ti Cog in 70v PINK
· Paul Components Boxcar Stem with Pink face plate
· A pair of Ti King Cage’s in custom rose to gold fade
· Wolftooth Chainring (32t)
· Whiskey No. 7 bars and rigid post
· SQLab 611 Saddle
· White Industries T47 BB86 Internal X-15 Ceramic bottom bracket
· Sram Eagle Chain
· Vitoria Mescal 2.35 Treads
· Chris King Inset7 headset in Matte Punch
· Lots of custom in-house turned titanium spacers including headset, crank and SS spacers
· Oh, and a Cobra Framebuilding made 44 Bikes “Swear to Shred” Titanium top cap!
Behold all its glory…
Look at that fade..
IN THE PINK.
One thing I always strive for is tire clearance. This one is no exception. Plus look at that asymmetry and negative space going on through a field of titanium!
I will say, hands down that Intend Samurai XC USD fork is most likely the finest crafted piece of kit I’ve ever had in the shop or laid hands on. When you tighten the brake bolts on the adapter, the caliper does not shift under torque. Things are FLAT and precise. That thru axle? Lines right up. The post mount alone is just gorgeously machined and crafted. Working on the fork required little tools and was quite easy/straight forward (With this fork, I had to buy a Rock Shox charger kit and install it myself – which again, was easy). Performance wise, that’s yet to be expanded on as this is literally the first one I’ve had in the shop and I have no time on one so it will be interesting to hear from the client how it performs out on the trail as you only get to adjust low compression/rebound settings unlike Fox’s GripX2 which allows for both hi/lo rebound and hi/lo compression settings to be fiddle with. So I’m curious to find out more long term performance attributes from first hand experience. But look at that thing!
That about wraps up this TED talk. There’s more photos of the entire build here for those who want a deep dive from start to finish. Here’s one last parting shot. See you out on the trail!