Mondraker tells us that the F-Podium project began back in 2015 with a design goal to make the world's best XC race bike - end of story. That animal, however, turned out to be a moving target.
During the F-Podium's three-year gestation period, World Cup XC venues changed dramatically, from boring huff-and puff competitions staged on unpaved sidewalks in the woods, to realistic mountain bike circuits that required pro-level technical skills in addition to superlative legs and lungs. Mondraker responded with a genre-bending 100-millimeter-travel carbon design that mated their long-and-slack Forward Geometry concept with a pedal-friendly version of their dual-link Zero rear suspension.
F-Podium Details: Use: World Cup XC Racing
Frame: Carbon, 100mm travel Zero dual-link suspension, 29" wheels
Forward Geometry: 76.5° seat tube, 68° head tube, 440/500mm reach, 432mm chainstays
Sizes: Small, medium, large, X-large
Suspension: Remote-lockout Fox Step-Cast fork, remote DPS2 shock
Stated Weight: F-Podium RR - 9.520kg (20.98lbs), RR frameset: 1.987kg (4.38lbs)
MSRP: 4.999 € to 8.999 €- (RR SL TBD)
Contact: Mondraker The F-Podium certainly looks the part, especially the top-drawer RR SL model, which features a lighter, higher strength carbon layup and is outfitted with Sram XX1 Eagle AXS electronic remote shifting, six-spoke carbon wheels by Bike Ahead, and an array of boutique cockpit components that would rival any one-off custom build. The RR SL is said to weigh only 21 pounds (9.53kg).
Graphically, it strikes a clean profile, with the front triangle and rear stays blended together by intersecting lines that help mask the the existence of its suspension. What can't be hidden, however, is Mondraker's Forward Geometry. With its massive reach, comparatively short stem and visually slack head tube angle, the F-Podium looks like a wolf in sheep's clothing when compared to contemporary World Cup race bikes.
The Rear Suspension Wager Mondraker's
press release empties the Oxford thesaurus of adjectives in an effort to underscore the F-Podium's technology and to convey their belief that it represents the quintessential World Cup cross-country race bike.
The short version is: assuming that the UCI continues to encourage technically demanding World Cup XCO venues, a dual-suspension bike with more stable handling characteristics will produce faster lap times than a lighter weight hardtail (as has been the case in
every timed comparison).
The bottom line is that you can still win challenging World Cups on a hardtail, but you'll have to work harder to make it happen. Dual-suspension has been more widely accepted in the men's division, probably because the advantages are more easily measured. The parity of bike-handling skills and physical ability goes much deeper into the men's field than it does in the women's.
"...the refined and truly unique Stealth Air Carbon structure used in the F-Podium features latest technologies that have never been used in a mountain bike to date. Here the finest selection of carbon fibers, a revolutionary laminate design and market leading manufacturing technologies blend into one of the lightest full suspension XCO Racing frames in the market - without sacrificing even one shred of strength or durability.
Combined with the likewise optimized Mondraker key technologies Zero Suspension and Forward Geometry the F-Podium is an XCO Racing bike like no other. A bike that wins over with the complete absence of the usual compromises. F-Podium will surprise you with an exquisite handling and unbeatable downhill capability combined with a superb suppleness and overall absorption. - Mondraker PR
At one time, Nino Schurter could leverage his superior skills to win regardless of what wheel size or suspension he was using. Today, he chooses his bike more carefully, because he must fight with ten competitors who can match his talent. Seconds count.
Will World Cup XC racing continue to be technically challenging? Mondraker gambled three years of expensive development that it would. If that holds true, their claim that the F-Podium is the ultimate XC racing bike may well prove itself. Let's have a look at the future.
Features and Construction Mondraker says that they employed 3C, a German firm that is "a world market leader in automotive and aerospace carbon," to assist them in developing the F-Podium chassis. They name their method, "Stealth Air Technology" and the carbon construction extends to the upper rocker link. Reportedly, their World Cup team has been racing prototypes for the better part of two seasons - plenty of time to tweak the layup schedules and frame geometry to get it right.
Two versions of the frame will be available: As mentioned, the elite-level RR SL model receives a special chassis, using a more laborious layup-schedule and expensive maximum-strength materials. The second has a slightly less expensive frame that is shared among three models: F-Podium, F-Podium R, and the F-Podium RR. Sizes available are small, medium, large and X-large in all four models.
Claimed Weights:
F-Podium RR SL: 9.520 kg (20,98 lbs)
F-Podium RR: 10.210 kg (22,50 lbs)
F-Podium R: 10.590 kg (23,34 lbs)
F-Podium: 11.490 kg (25,33 lbs)
F-Podium Carbon RR frameset: 1.987 kg (4,38 lbs)
Mondraker did not sacrifice functionality in their quest to make the lightest possible frame. Generously sized sealed bearings at the suspension pivots ensure your investment will make it through a few seasons. They tucked the post-mount rear brake inside the rear triangle out of harm's way and future proofed the seat tube with a 31.6mm diameter, which fits conventional dropper posts (along with internal routing). Its molded chainstay protector is also designed to silence the drivetrain.
One thing you won't find is a provision for a front derailleur. All F-Podiums are optimized for 12-speed, one-by transmissions. Both SRAM Eagle and Shimano XTR are supported and they will accommodate mechanical or electronic groups.
Up top, an exaggerated sloping top tube minimizes stand-over clearance, and internal headset cups keep the stack height as low as possible. Down low, Mondraker's tucked-in shock location keeps the front triangle looking uncluttered and optimizes the water bottle placement.
Suspension Notes Mondraker calls it "Zero Suspension System." This dual-link design is configured to remain ultra firm and stable until the suspension receives a significant impact, after which, it releases to follow the terrain. The compromise is said to maximize pedaling efficiency specifically for XC racing. Fox's handlebar-remote lockout system is connected to the 32 Step Cast fork and DPS2 shock for those moments where near-lockout is preferred.
As mentioned, the shock is driven by the carbon upper link, through a tunnel in the seat tube, where it pivots on the lower link. This is said to assist in controlling the shock rate as well as to minimize stress on the chassis. With only 100 millimeters of wheel travel on each end, the rider is going to be moving through those rate changes in a hurry, so the curves are not going to be subtle.
Geometry
Leaning on a decade of rider-forward geometry, Mondraker injected as much of "long-low and slack" as they believed would be accepted by the sport's most reluctant-to-change competition. The stand-out numbers are the F-Podium's 68-degree head angle, which has been livened up with a 44-millimeter fork offset. The seat tube angle works out to a steep, 76.5 degrees at ride height, although its actual measurement is 72-degrees. To ensure balanced handling, the chainstays are set at 432 millimeters and the 325 mm high bottom bracket works out to a 40mm drop. The big news is the bike's reach, which starts at 440 millimeters for the size small and tops at 500 millimeters for the X-large size. To balance those big reaches, Mondraker spec's tiny-for-cross-country-racing stems as short as 50 millimeters. That may irk some competitors, many of whom prefer a radically inverted handlebar position that requires extensions at or beyond 100 millimeters.
F-Podium RR SL
F-Podium RR - 8.999 €
F-Podium R - 6.799 €
F-Podium - 4.999 €
XC
XXC
aggressive XC (AXC)
DC
trail
Enduro
DH
I thought we had all mountain between trail and enduro. So is trail between all mountain and down country or between all mountain and enduro? I need to know this stuff!
Unno boss started developing Forward Geometry with Mondraker.
67° HTA should become XC standard soon.
I mean, I'm not riding anything near as sketchy as these guys, I'm sure, but I'm also nowhere near their level of fitness and ability, yet I can't remember the last time I used my 42t gear?
These guys move a 38/40t on the front.
My mtb has a 470mm reach woth a 50mm stem and my gravel bike has 373 with a 100mm stem.
Why would the concept not work one road bike? It might stop me getting such a sore neck!
And what do roadies want? Yeeees you got it
m.youtube.com/watch?v=i5R60JHJbxI&t=5s
You might want to watch part 1 first
Beautiful bike, and exciting geo. Saw this bike in prototype-stage 2 years ago. And I must say it has turned out to be a stunning race-bike!
Say a Giant Trance 29 or similar,with lighter wheels,and a few lightweight components, get it below 22lbs,maybe?
Is this going to be like the glacial adoption of disc brakes to road racing?
I say this because any XC course worth its weight should have steep enough declines that a dropper is necessary or at the least beneficial.
Why did you make this comment?
I'd never ass-u-me anything.
A better description would have been " The frames will accept internally routed dropper posts"
This is a problem in society and I guess it just rubbed me the wrong way.
If something is not spelled out in incredibly clear language that can only be interpreted in one way someone comes along and jumps to a bunch of negative conclusions and rails on the product or the idea.
Let's just trust that everyone isn't being a*sholes unless proven otherwise.
This isn't really worth discussing more but,
"future proofed the seat tube with a 31.6mm diameter, which fits conventional dropper posts (along with internal routing)."
Pretty precise, if someone reads that and decides to raise a stink about why don't XC bikes have internal routing for droppers they are not being rational.
Only in an XC race where seconds matter is the 71 degree angle worth the tradeoff
www.bicycling.com/bikes-gear/a20032614/schurter-s-scott-scale
Are you going to tell Fluekliger that he can’t climb on his Fourstroke with a 67.6 HA?
Lets look at the FS bikes that show up on the podium most of the time:
Trek top fuel: 70* HTA
Specialized epic: 70 hta
Scott Spark: 68.5 HTA ( I think Ninos bikes might be steeper than stock, but noone AFAIK has actually measured it)
Kross Earth: 68.5 HTA
If you factor in all the hardtails, almost all the bikes that the top riders are on conservative bikes with 69* +/-1 degree HTAs, hardly the long low and slack geometry you are constantly trying to claim is the best.
Meanwhile, courses are far more technical than they were 5 years ago, last week’s WC excluded, and demand better handling bikes.
Have you tried a bike with this new geometry? For a real time to compensate for an adaptation period? If not, STFU!
To a company like Mondraker, I say thank you for not listening to this BS and working on designing something better that will improve bikes and the sport. I’m sure your new frame will ride better up and down than old school. There will always be dinosaurs, thanks for not being one of them or listening to them. Your new bike looks rad. I’d love to ride it both on trail and in a race, if I still raced.
RC... I have to disagree here... The women's field is stacked... and your writing is looking a bit outdated buddy.
Elite level riders have a choice from their sponsors and depending on the course will excise that option. I saw a lot of usual FS riders in the Elite men and women on HT's this weekend at Albstadt. I doubt that we will see the same trend at Nove Mesto, or MSA.
Statistically: having MORE competitors (men's field) produces MORE depth-of-parity in various skill-sets.
This is not the final bar to measure by, obviously, as no other factors are considered (...like individual skill...); however, it is a significant contributor in favor of RC's point.
If you want to discuss actual perceived skill parity: one of the more memorable examples in recent history (showing lack of skill parity) would be last year's World Champs race, Women's field, last lap. Courtney over the roots clean FTW.
I'm looking forward to the next few years in Women's XC MTB, and hope for a day where everyone is descending like Jolanda Neff.
This is more the case in men's xco than in women's, that is what he is saying. And I agree. The reasons for that is a whole different discussion but not what it is about here.
Joland is the best by some margin, but she pushes hard, hard enough that crashes and flats are going to happen.
After her you have a bunch of riders about the same level. I have ridden with most of the top riders in the elite women's field and all of them can ride. There are one or two noteable exceptions but by and large they are really fast. And on XC bikes on XC trails will absolutely smoke all but the very best male riders.
I would argue that the women are better bike handlers than the males. Since women have less upper body strength and less power, they typically have to be better technically than men. I see the same thing in skiing, the women may not be as fast and powerful as the men, but they can ski better.
I could argue that the bigger gaps let the stuck get through without damaging bike or rider...
The thing is (and what the clueless comment drones don't get) is that if you route your rear brake on the left through a left side port you either have a large looping amount of hose slack or you run it tight and if you crash and spin the bars the hose gets stressed and kinked. The headtube acts as a strain relief.