First Look: Öhlins RXF34 m.2 Downcountry Fork
It's not every day that a new fork enters the market, but this is one of those occasions. If you're thinking, hasn't Öhlins been making the RXF34 since 2016? Yes, they have. But while the m.2 shares the same stanchion diameter with its predecessor, it's an entirely new fork inside and out.
It's aimed squarely at the downcountry end of the spectrum. While the original RXF34 was available with up to 160 mm travel and weighed 2,270 grams (almost as much as a RockShox Zeb), the mark 2 weighs 1,725 grams and is available with 120 or 130mm of travel. Those numbers put it in competition with the 2022 Fox 34.
Öhlins RXF 34 M.2 Details
• Intended use: Downcountry / Trail
• Travel: 120 or 130mm
• 29" and 44 mm offset only
• Air spring with volume spacers
• Single-tube damper with Low-speed compression, High-speed compression/climb mode and rebound adjust.
• 160mm brake mount, max 203mm
• Weight: 1,725 g as tested, 1,698 g claimed
• MSRP: $1,180 USD / €1,294 / £1,185 (Inc. VAT, apart from USD)
• Öhlins.com
• Intended use: Downcountry / Trail
• Travel: 120 or 130mm
• 29" and 44 mm offset only
• Air spring with volume spacers
• Single-tube damper with Low-speed compression, High-speed compression/climb mode and rebound adjust.
• 160mm brake mount, max 203mm
• Weight: 1,725 g as tested, 1,698 g claimed
• MSRP: $1,180 USD / €1,294 / £1,185 (Inc. VAT, apart from USD)
• Öhlins.com
Design Details
Öhlins primary design goal for the m.2 was to save weight. While my fork packed full of volume spacers and a long steerer tube weighed 1,725 grams, Öhlins say in the lightest configuration it will sneak under 1,700 grams, which no doubt prompted a few high-fives and mopped brows at Öhlins HQ. For those who are keeping score, a 2022 Fox 34 set up the same way with the same steerer length as mine weighs 1,791g - 66g more. Of course, that's an inconsequential difference except for the never-ending game of Top Trumps between brands.
The nearly 600g difference between this and the original RXF34, however, gives a clear indication of how different they are. Öhlins has totally redesigned the spring, damper and chassis to better fit the modern lightweight downcountry bike.
Damper
Öhlins has gone away from their trademark twin-tube damper design to a more conventional single-tube damper, which they call the OTX18. Öhlins say their "Downcountry damper" is 27% lighter; they couldn't tell me exactly how much that is in grams, but given a typical damper weighs perhaps 200g, we're talking in the region of 50g or so.
Externally, the damper mirrors other Öhlins products. There are low-speed rebound and low-speed compression adjusters (15 clicks each), plus a dial that offers two settings for the high-speed compression, plus a third setting that closes off the low- and high-speed compression valving for a firm climbing mode. The damping is designed to be "highly-sensitive.. for faster and more fluid trail riding", meaning a lighter damping tune for maintaining comfort and momentum over fast terrain rather than absorbing big impacts.
The volume spacers clip together a lot like Fox's.
Air spring
It's a similar story on the spring side. Other Öhlins air springs use a three-chamber design, meaning a separate "ramp up" chamber is used to control progressiveness via a second valve on the bottom of the fork. But in the RXF34 m.2, there's just one valve to fill the self-equalising spring, and progression is controlled with plastic volume spacers like you'd find in a Fox or RockShox fork. Similarly, Öhlins usually use a self-contained cartridge air spring that sits inside and separate from the stanchion, but in the m.2 the piston seals directly against the stanchion wall, helping to save a little more weight.
The air spring isn't travel-adjustable, but there are two options giving 120mm or 130mm of travel. Öhlins say shorter travel options might become available in future, but 130mm is the limit for the chassis.
The floating axle is initially loose-fitting in the right leg, and clamps the hub against the left leg. Then the pinch bolt secures the axle to the right leg, allowing the legs to stay parallel irrespective of the exact hub width.
The new arch is a lot more rounded. Remind you of anything?
Chassis
Öhlins say they've fine-tuned the flex pattern to shave weight wherever they can without sacrificing too much stiffness. Unlike many lightweight forks, the lower legs extend all the way to the axle, rather than stopping short and the dropout protruding below the tube. Öhlins say this improves stiffness and allows for more internal air volume within the leg, helping to prevent unwanted end-stroke ramp-up.
They still use the two-bolt floating axle system common to all Öhlins forks. This allows both legs to self-align even if the hub-width is slightly out of spec. In theory, this means perfectly parallel legs no matter what, which could cut friction. There's no quick-release option, but both bolts use a 5 mm Allen key.
I currently have the RXF34 and a TTX1 air rear shock mounted onto a YT Izzo. Unfortunately, I've not been able to log much time on it yet, but I have some proper testing planned and a full review is in the works.
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As for larger or not in the rear, I recall there was a discussion in the Santa Cruz DH team whether the rear brake shouldn't be larger than the front. Again it really depends on the riding style. The way I see it, a larger brake rotor both increases heat capacity and cooling as well as that it increases brake force. A different brake (or front caliper) could also increase brake force but not necessarily increase cooling. Those who want/need to drag the brakes typically/primarily do so with the rear brake, but they don't need more brake force there. So a lighter brake but with a bigger rotor would make more sense for them. But if you don't drag the brakes much, a bigger rear brake rotor may not be needed.
So basically, provided you can get brakes that are strong enough, the choice of brake rotor is primarily based on whether you want to run that brake hotter or cooler.
Then - adverb - at the time in question.
“I think 160 is better than 180. Then I went shopping and bought a 180 and realised how wrong I was.”
200 is going to blow your little socks off.
Also, be calm. Why so angry about something so insignificant?
If downcountry stays in fashion they'll be fine.
www.pinkbike.com/photo/22188195
problem solved ahah
With all these different categories of full suspension bikes, it is kind of funny to see all "hardtail" being stuffed together even if they're designed for different purposes. You'd probably have to look real closely at the geometry to get an idea and even then it shouldn't limit anyone. There is probably a hardtail for every mountainbike discipline, alongside a full suspension sibling. You can get them for DH, for DJ and XC and for everything in between. And it's been like that for over twenty years, just like we've been seeing full suspension XC bikes for that long.
As for me, I honestly don't know nor care which category my riding falls into. Most is on XC trails and practice parks so I could call it XC. But I always stand up when riding with the saddle low, 26" wheels, 63deg HA, platforms just because it all feels more fun like that. And I rather sprint then chill rather than go steady for over an hour. It is a very different feel from how XC (race) is generally ridden.
Basically, I think it is pointless to have a one-dimensional spectrum of mtb categories. There is so much that pointless to have names for all that. Just know how strong the components are so you can buy based on that. And then some other parameters if they're relevant (geometries, suspension characteristics etc). But I think at this point the categorizations are only making things more complex.
If not than wtf is pinkbike doing so?
PB: 27% lighter than what?
Ohilns: Exactly!
So yeah. More than enough for a marketer to work with there.
That said, I'd love to see a "making of" of that picture. From what I understand, someone holds the bike, releases it and moves out of the frame as the photographer shoots and then catches it before it falls. How often did the bik roll down the hill on the right with someone chasing it? It may have never happened, but it would have made for a VOD level video.
@melonhead1145 : Edit: You were faster
@tacklingdummy: I doubt he's saying the saddle rotation is mental
@ceecee Yeah, that too for sure. But if I only wanted long wheelbase for descending and didn't care about climbing at all, I'd achieve it exactly the way you described: with a slack HTA and long CS. I.e. the way DH bikes are doing it. It's not like current mtb HTAs are anywhere near "too slack" for mountain biking, so there's room to play there. You're 100% right about leg length being ignored in the past and it seems like the Izzo in the article makes that exact mistake. Tall/long legged riders will sit above the rear axle on it.
Put simply, a downcountry bike is a cross-country bike that's been modified to perform better in more trail situations, blurring the lines between a pure-bred cross-country racer and a trail mountain bike.
1700g for a 120mm fork
Manitou Minute 2 130 mm 2003 1 1/8" 1633 g
Looks like we have come such a long way in nearly 20 years!
MAGURA Laurin 130 FCR 2008 1 1/8" 1775 g
"You guys go ahead, I'm not going to be able to keep up on this climb. I'm on my downcountry bike"
Ohlins lost my vote of confidence a long time ago with regards to bicycle components. Reasons are listed below (note: Bike shop employee)
1) Had to warranty a bunch of RXF 36's circa 2018. Every damper we pulled out and those that we put back in had "SR Suntour" laser engraved on the side.
2) Mentioned said damper markings in regard to the new forks (hey, they clearly can make dampers, I just need to know if they updated it or not) to ohlins via two channels, never got a reply. Suppose I could call though.
3) Triple Crown on a DH bike came loose despite proper torque checked before the ride (due to loosening issues) and resulted in the crown rupturing under a reasonably mellow impact at speed resulting in the worst crash Ive ever witnessed.
4) Constant warranty issues with all TTX models.
TL
Outcome: Until they prove me wrong with new products, or price out like SR-suntour, I'll keep them off my bikes (minus the coil, because credit where credit is due. That thing is awesome.
Also, grips seem at an odd angle.
Oh, there is a fork with very little travel.