TREK STACHE 5 BOTTOM BRACKET PLUS
We’ll get into the details of the fork in another post, but the Cliff’s Notes version is that it is the first purpose built fork for plus size tires. Of course none of this would be possible without a suspension fork which comes in the form of Manitou’s new Magnum Comp and Pro. Without the stay in the way you can run up to a 38t chainring, and the elevated stay should make belt drive conversions possible. The adjustment allows for the frame to work with 29, 29+, and 27.5+ wheels and tires and also provides the ability to run single speed.įurthering the ability to run such short chain stays is the new elevated mid stay which stiffened up the rear end and a one piece forged bottom bracket chain stay yoke. That range of chain stays comes from their new Strangle Hold dropouts that offers an adjustable length that won’t slip.
TREK STACHE 5 BOTTOM BRACKET MANUALS
Instead it is purpose built to be a bike that rides, carves, and manuals like a trail bike, just with huge tires. The key for the new frame for the Stache was that it wasn’t just a stretched 29er frame to fit bigger tires. Trek actually found that stays could be too short in this application as they make the bike too stiff and makes for a rough ride.
The final stage of the project involved a geometry change and tubbiest tweaks and resulted in a bike that has impressively short 405-420mm chain stays with tire clearance for 29+ tires. After deciding to move to 29+ in 2013, Trek realized the bike needed a higher bb to accommodate for the sag of the bigger tires. Implemented to find out what the absolute shortest chain stays could be for a 29er, the project started with a bike that had 398mm stays and clearance for a 29×2.5″ tire. The beginning of the new Stache came about when Trek started Project Weird in 2012. Boost offers the ability to run wider tires while keeping chain stays super short and also allowing for the use of larger single ring chainrings. With the new 15×110 and 12×148 Trek was able to build 29″ wheels that are about as stiff as a 27.5″ and has wheels on the way that will increase stiffness by as much as 30% once they make the most out of the new flange geometry. If you want the most distilled version of the why for Boost hub spacings, the answer seems to be increasing the stiffness of 29″ wheels. The stratification of the fat tires is intend to ultimately provide the most fun bike possible… While the Stache is what Trek thinks of as the “trail hardtail perfected,” the Farley gets broken down into different groups depending on the intended terrain. Why so many? Well, as the fat bike continues to evolve, so does the manner in which they are ridden. Originally limited to 26″ hoops, now riders have the choice between 26, 27.5, and 29″ wheels with varying rim widths. The way trek sees it, tire sizes from 2.8-3.25″ fall into the plus/mid-fat category while 3.25-5″ tires qualify as fat. What started as basically just a 3.7″ tire has morphed into an increasing number of sizes that now will include even a 27.5″ fat. It’s getting to the point that just calling a bike “fat” doesn’t really mean that much. What we weren’t expecting from Wisconsin was an entirely new range of plus/mid-fat/and fat bikes with (even) more new tire sizes.
After all the buzz around wider boost hubs leading up to Sea Otter, we weren’t surprised to see a new bike from Trek to take advantage of the added tire clearance.
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