Review: The 2023 Yeti SB120 is a Comfortable Trail Cruiser
The SB120 is a brand new entry into Yeti's lineup, a short-travel trail bike that's billed as 'definition ready'. In other words, you can call it whatever you want, just as long as the name's fitting for a 29” wheeled bike with 120mm of travel and a 130mm fork. Upduro? All-country? The world is your oyster.
Like the rest of Yeti's lineup, the SB120 is only available with a carbon frame, either the Turq or the C version. The stiffness is said to be the same between the two, but the Turq frames are lighter, and have a new version of Yeti's Switch Infinity assembly with improved bearings, seals, and hardware.
Like the rest of Yeti's lineup, the SB120 is only available with a carbon frame, either the Turq or the C version. The stiffness is said to be the same between the two, but the Turq frames are lighter, and have a new version of Yeti's Switch Infinity assembly with improved bearings, seals, and hardware.
SB120 T3 Details
• Wheel size: 29"
• Travel: 120mm / 130mm fork
• Turq & C carbon frames
• 66.5º head angle (low)
• 76.5º seat tube angle
• 439mm chainstays (size L)
• Sizes: S, M, L, XL, XXL
• Weight: 29.5 lb / 13.4 kg (size L)
• Price: $9,600 USD
• yeticycles.com
• Wheel size: 29"
• Travel: 120mm / 130mm fork
• Turq & C carbon frames
• 66.5º head angle (low)
• 76.5º seat tube angle
• 439mm chainstays (size L)
• Sizes: S, M, L, XL, XXL
• Weight: 29.5 lb / 13.4 kg (size L)
• Price: $9,600 USD
• yeticycles.com
There are three Turq models and two C models, and all of them are on the higher end of the price scale. Prices start at $6,300 and go up to $12,100 USD. The frame alone is priced at $4,300 USD.
I tested the T3 model, which retails for $9,600 USD. For that price you get a Fox 34 Factory Grip2 fork and DPS shock, SRAM AXS drivetrain (a XX1 derailleur, X01 cassette, and GX chain), SRAM G2 RSC brakes, Fox Transfer dropper post, and DT Swiss XM 1700 aluminum wheels.
 | There's no hanging up at the beginning of the stroke or any harshness at the end; instead, the bike feels silky smooth through the entirety of its travel. |
Frame Details
The SB120's carbon frame shape makes it clear that it's a Yeti, even from a distance. The amount of ground clearance in front of the bottom bracket has been improved compared to previous models in Yeti's lineup, and there's now a dual density downtube protector to ward off any potential damaging rock strikes.
According to Yeti, a medium T-series frame with shock weighs in at 3,021 grams. For comparison, an S4 Stumpjumper frame weighs 2,420 grams, and an Ibis Ripley frame weighs approximately 2,700 grams.
All of the cartridge bearings are pressed into the linkage instead of into the swingarm or front triangle, and use a floating collet design. Cable routing is fully internal through tubes inside the frame, with bolt-on covers at the entry and exit points to eliminate rattling.
![photo]()
![photo]()
Not to bury the lede here, but after years of using a pressfit BB92 bottom bracket, Yeti has gone with threaded bottom brackets for their latest bikes. Rather than gluing the aluminum bottom bracket shell into the frame, Yeti co-molds it into the carbon layup to create an even stronger bond.
Other details include a universal derailleur hanger, generous (and effective) chainslap protection, and ISCG 05 tabs. There's also room for longer travel dropper posts, and the complete bike are spec'd accordingly – size small frames receive a 150mm dropper, mediums get a 175mm, and the large through XXL frames all have posts with 200mm of drop.
![photo]()
![photo]()
![photo]()
The SB120's carbon frame shape makes it clear that it's a Yeti, even from a distance. The amount of ground clearance in front of the bottom bracket has been improved compared to previous models in Yeti's lineup, and there's now a dual density downtube protector to ward off any potential damaging rock strikes.
According to Yeti, a medium T-series frame with shock weighs in at 3,021 grams. For comparison, an S4 Stumpjumper frame weighs 2,420 grams, and an Ibis Ripley frame weighs approximately 2,700 grams.
All of the cartridge bearings are pressed into the linkage instead of into the swingarm or front triangle, and use a floating collet design. Cable routing is fully internal through tubes inside the frame, with bolt-on covers at the entry and exit points to eliminate rattling.
The bearings are now pressed into the linkages instead of into the swingarm.
Well designed chainslap protection keeps the SB120 very quiet.
Not to bury the lede here, but after years of using a pressfit BB92 bottom bracket, Yeti has gone with threaded bottom brackets for their latest bikes. Rather than gluing the aluminum bottom bracket shell into the frame, Yeti co-molds it into the carbon layup to create an even stronger bond.
Other details include a universal derailleur hanger, generous (and effective) chainslap protection, and ISCG 05 tabs. There's also room for longer travel dropper posts, and the complete bike are spec'd accordingly – size small frames receive a 150mm dropper, mediums get a 175mm, and the large through XXL frames all have posts with 200mm of drop.
Geometry
The SB120's geometry isn't all that radical, which is a little surprising considering that the the SB130 and SB150 were at the forefront of the longer reach, steeper seat angle, and slacker head angle movement when they debuted back in 2018. Granted, there's a limit to everything, and it's certainly possible to go too far, creating a bike that's more singlemindedly focused than necessary.
A 66.5-degree head angle, 76.5-degree seat angle, and a 475mm reach for a size large are all fairly contemporary numbers for a modern trail bike. If anything, the head angle is a touch steeper than what we've seen lately from other companies.
The chainstay length increases by 2mm between sizes, a measure that Yeti says helps to ensure that the rear center length is proportionally correct across the range.
![photo]()
The SB120's geometry isn't all that radical, which is a little surprising considering that the the SB130 and SB150 were at the forefront of the longer reach, steeper seat angle, and slacker head angle movement when they debuted back in 2018. Granted, there's a limit to everything, and it's certainly possible to go too far, creating a bike that's more singlemindedly focused than necessary.
A 66.5-degree head angle, 76.5-degree seat angle, and a 475mm reach for a size large are all fairly contemporary numbers for a modern trail bike. If anything, the head angle is a touch steeper than what we've seen lately from other companies.
The chainstay length increases by 2mm between sizes, a measure that Yeti says helps to ensure that the rear center length is proportionally correct across the range.
Suspension Design
There were rumors that the 6-bar suspension design found on Yeti's e-bike would make its way to their non-motorized machines, but that hasn't happened, at least not yet. Instead, the SB120 uses the latest version of Yeti's Switch Infinity suspension system, which uses a slider mounted on two Kashima coated rails to manipulate the bike's axle path. External grease ports on the mechanism allow the bushings and seals to be lubricated, a procedure that Yeti and Fox recommend performing after every 40 hours of riding.
The SB120 has an 11% leverage ratio change as it goes through its 120mm of travel. Yeti adjusts the leverage rate depending on a bike's travel – a big enduro bike like the SB160 will see higher speeds and larger impacts, so it gets a little more ramp up with a 17% progression rate.
| Specifications | ||
| Price | $9600 | |
| Rear Shock | Fox Factory Float DPS | |
| Fork | Fox Factory 34 Grip2 | |
| Headset | Cane Creek 40 | |
| Cassette | SRAM X01 Eagle, 10-52 | |
| Crankarms | SRAM X1 Eagle Carbon DUB 30t | |
| Rear Derailleur | SRAM XX1 Eagle AXS | |
| Chain | SRAM GX Eagle | |
| Shifter Pods | SRAM Eagle AXS | |
| Handlebar | Yeti Carbon | |
| Stem | Burgtec Enduro MK3, 50mm | |
| Grips | ODI Elite Pro | |
| Brakes | SRAM G2 RSC | |
| Wheelset | DT Swiss XM1700 | |
| Tires | Maxxis Minion DHF 2.5" / 2.3" Aggressor | |
| Seat | WTB Silverado | |
| Seatpost | Fox Transfer | |
Test Bike Setup
The SB120 comes with a 50mm stem and Yeti's own 20mm rise carbon bar. After a few rides in the stock configuration, I swapped out those components for a 40mm stem and a 30mm rise bar to improve the fit for my 5'11” height.
175 psi in the Fox DPS shock put me at 13mm, or 29% sag. I've spent a considerable amount of time with Fox's 34 Grip2 fork, so I already had a good base setting to begin with. My final settings were: 87 psi, HSC: 5, LSC: 12, LSR: 8, and HSR: 5
I first rode the SB120 in its Colorado stomping grounds, and then continued testing in Bellingham, Washington, where conditions started off unseasonably dry and dusty before becoming extra wet and muddy once the rains returned.
Mike Kazimer
Location: Bellingham, WA, USA
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Location: Bellingham, WA, USA
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Climbing
The SB120's rear suspension offers a great blend of support and traction while climbing. There's a small amount of movement while pedaling on smoother ground, but even when I was mashing hard, purposely pedaling squares, it never sunk too deep into its travel.
It falls on the softer side of the spectrum when it comes to the overall suspension feel – even in the middle compression setting, the position I used the most, it doesn't feel like it wants to jump off the starting line the same way that a bike like the new Trek Top Fuel does. It's not mushy or wallowy, it's simply a little more muted. The means there's a ton of traction, which came in handy when working my way up muddy climbs filled with slippery roots.
“Comfortable” is the adjective that kept coming to mind when I was out cruising around on the SB120. It doesn't have the overeager, straining at the reins feel of a lighter, more XC-focused bike; instead, it feels like it's meant for putting in big days, rides with hours and hours of saddle time. It'd be a very adept high-country companion, which isn't surprising considering Yeti's Colorado roots.
The SB120's 29.5 lb pound weight is worth a mention, especially since we're talking about a $9,600 bike with 120mm of travel and a Fox 34. Sure, the aluminum DT Swiss XM1700 wheels aren't the lightest, and neither is the Minion / Aggressor tire combo, but this is an extremely competitive category, and there are multiple examples of complete bikes with similar travel amounts that are significantly lighter – Rocky Mountain's Element for example. The Element 90 is priced similarly to the SB120, and weighs in at 25 pounds (11.3 kg). On the flip side, the 120's weight is comparable to a Santa Cruz Tallboy. I realize that the Element is billed as an XC bike, and the Tallboy is a trail bike, but they both have 120mm of rear travel, a 130mm fork, and fairly similar geometry.
I'll put it this way – if you're looking for something that's skewed towards the fast and light side of the trail spectrum, the SB120 probably isn't it. It's more of a good-natured all-rounder, a bike that can handle a bit of everything, as long as things don't get too steep and gnarly.
![photo]()
The SB120's rear suspension offers a great blend of support and traction while climbing. There's a small amount of movement while pedaling on smoother ground, but even when I was mashing hard, purposely pedaling squares, it never sunk too deep into its travel.
It falls on the softer side of the spectrum when it comes to the overall suspension feel – even in the middle compression setting, the position I used the most, it doesn't feel like it wants to jump off the starting line the same way that a bike like the new Trek Top Fuel does. It's not mushy or wallowy, it's simply a little more muted. The means there's a ton of traction, which came in handy when working my way up muddy climbs filled with slippery roots.
“Comfortable” is the adjective that kept coming to mind when I was out cruising around on the SB120. It doesn't have the overeager, straining at the reins feel of a lighter, more XC-focused bike; instead, it feels like it's meant for putting in big days, rides with hours and hours of saddle time. It'd be a very adept high-country companion, which isn't surprising considering Yeti's Colorado roots.
The SB120's 29.5 lb pound weight is worth a mention, especially since we're talking about a $9,600 bike with 120mm of travel and a Fox 34. Sure, the aluminum DT Swiss XM1700 wheels aren't the lightest, and neither is the Minion / Aggressor tire combo, but this is an extremely competitive category, and there are multiple examples of complete bikes with similar travel amounts that are significantly lighter – Rocky Mountain's Element for example. The Element 90 is priced similarly to the SB120, and weighs in at 25 pounds (11.3 kg). On the flip side, the 120's weight is comparable to a Santa Cruz Tallboy. I realize that the Element is billed as an XC bike, and the Tallboy is a trail bike, but they both have 120mm of rear travel, a 130mm fork, and fairly similar geometry.
I'll put it this way – if you're looking for something that's skewed towards the fast and light side of the trail spectrum, the SB120 probably isn't it. It's more of a good-natured all-rounder, a bike that can handle a bit of everything, as long as things don't get too steep and gnarly.
Descending
There's less room to hide a strange leverage curve or odd shock tune on a bike with 120mm of travel. In this case, Yeti's engineers and suspension technicians don't need to worry about hiding anything – the SB120 does an outstanding job of managing its travel. There's no hanging up at the beginning of the stroke or any harshness at the end; instead, the bike feels silky smooth through the entirety of its travel.
The SB120 felt most at home on moderately steep, twisty, technical trails. Isolating frame stiffness from the myriad of other factors at play isn't easy, but I can say the the SB120 definitely isn't uncomfortable or jarring. It has a 'carvy' nature to it; I never felt like I was fighting against it to get around a tight turn, or getting knocked around in chunky, rocky sections of trail.
It's on steeper terrain and at higher speeds that the SB120's limits start to appear. It took a more conscious effort to keep my weight centered compared to a bike like the Norco Optic, or the Santa Cruz Tallboy, bikes with head angles that are a full degree slacker. That's not to say that you can't ride steep trails on the SB120 – you absolutely can – it's just that its handling is a little pointier than those other options.
The SB120 also jumps impressively well. That might not be a characteristic that's high on the list for riders shopping for a short travel trail bike, but considering the number of flow trails popping up everywhere it's worth mentioning.
The SB120 is fairly neutral when it comes to bunnyhopping over small obstacles, but put a bigger lip in front of it and it's a very smooth, extremely fun bike to get airborne with. The DPS shock did a great job of handling the return to earth, delivering as close to a bottomless feel as you can get on a bike in this travel bracket. There's just enough progression to avoid going through the travel too quickly, while also making it possible to use all the travel when necessary.
Who's it for?
Personally, I wish the SB120 had gone one of two ways. Option one, give it a slacker head angle and embrace the aggressive trail category. That would make it feel more surefooted in the steeps, and broaden the scope of terrain where it excels. Yes, 66.5-degrees used to be a common figure on enduro bikes not all that long ago – it's just that the SB120's competitors with slacker head angles feel more at home at higher speeds and steeper trails.
Option two would have been to make it lighter, embracing the slightly steeper geo in favor of making it a trail rocket. Downcounty may be a dumb name, but there's something to be said about a light bike that makes you want to pedal your face off and doesn't feel too sketchy on the descents.
In isolation, the SB120 is a great bike. It's smooth, comfortable, very quiet, and really doesn't do anything wrong. It's when you start comparing it to other recently-launched bikes that it loses a little bit of its luster. It's still good, it's just that it's so well rounded it doesn't really have trait to truly elevate it above the rest, and it's expensive to boot.
Realistically, that's more of an issue for me, the picky reviewer. For most riders, in most places, the SB120 is going to be a great option – I could see it being a good choice for East Coast riders and their slow speed tech, or Colorado riders and their sometimes swoopy, sometimes chunky high alpine rides.
Yeti SB120
Santa Cruz Tallboy
How Does It Compare?
The new Tallboy is a close contemporary to the SB120. Both bikes are only available in carbon, they both have 120mm of rear travel with a 130mm fork, and neither one is cheap. On the topic of price, a Tallboy frame retails for $3,999 USD, and a SB120 frame is even more at $4,300 USD. Needless to say, I'd look elsewhere if you're looking for a value-priced option – the YT Izzo would be a good place to start.
As far as frame fit and finish goes, both bikes have the little details taken care of – internal cable routing done right, threaded bottom brackets, internal snack storage.. Actually, scratch that – only the Santa Cruz has a secret compartment. I'm going to need to dock the SB120 a point here because of how convenient in-frame storage is – once you're used to having it's hard to go back.
As far as ride characteristics go, the fit between the two is quite similar – it's really the 1-degree head angle difference that sets them apart when it comes to geometry. That gives the Tallboy the edge when it comes to steep terrain – it has an aura of solidity to it that's not quite there with the SB120. The Tallboy is more confident at high speeds, and feels like it rewards an aggressive rider. The SB120 can handle the same terrain, but it doesn't come alive the same way the Tallboy does when it's pushed hard.
As far as suspension performance goes, the SB120 is a little more forgiving than the Tallboy, with slightly better small bump sensitivity and compliance, although both bikes do a lot with just 120mm of travel.
Going with a shorter stem and higher rise bars helped improve the SB120's fit, at least for me.
Different pads and thicker rotors can help increase the G2 brakes' performance.
Technical Report
SRAM G2 brakes: I've never been blown away by performance of SRAM's G2 brakes. They work, but not as well as the more powerful Codes that aren't that much heavier. However, there are ways to make them feel better. The first is installing metallic brake pads, a highly recommended option for riders in wet climates. The next step is to switch to the thicker HS2 rotors. With those steps done the brakes feel much better, and can more easily handle wet rides and sustained braking.
Maxxis Minion DHF / Aggressor tires: This tire combo works well for areas with harder packed trails, but it's not going to be the best option once it gets wet. Tires aren't cheap either; I think a DHR II would have been a better option, or even a Forekaster in the rear.
The sound of silence: The SB120 is very, very quiet thanks to the lack of any cable rattle and the extensive chainslap protection. There's even a ribbed protector on the underside of the chainstay, a spot that's often overlooked. I can't stand noisy bikes, so it was a treat to have such a silent ride right out of the box.
Fox 34 Grip 2: There's not much to say about the 34 Grip 2 that hasn't been said already – there's a reason it won a Pinkbike award last year. It packs a lot of performance in a short travel package, with plenty of adjustability and a reasonable weight.
![photo]()
SRAM G2 brakes: I've never been blown away by performance of SRAM's G2 brakes. They work, but not as well as the more powerful Codes that aren't that much heavier. However, there are ways to make them feel better. The first is installing metallic brake pads, a highly recommended option for riders in wet climates. The next step is to switch to the thicker HS2 rotors. With those steps done the brakes feel much better, and can more easily handle wet rides and sustained braking.
Maxxis Minion DHF / Aggressor tires: This tire combo works well for areas with harder packed trails, but it's not going to be the best option once it gets wet. Tires aren't cheap either; I think a DHR II would have been a better option, or even a Forekaster in the rear.
The sound of silence: The SB120 is very, very quiet thanks to the lack of any cable rattle and the extensive chainslap protection. There's even a ribbed protector on the underside of the chainstay, a spot that's often overlooked. I can't stand noisy bikes, so it was a treat to have such a silent ride right out of the box.
Fox 34 Grip 2: There's not much to say about the 34 Grip 2 that hasn't been said already – there's a reason it won a Pinkbike award last year. It packs a lot of performance in a short travel package, with plenty of adjustability and a reasonable weight.
Pros
+ Excellent suspension performance, great traction
+ Very quiet - no chain noise or cable rattle
+ Comfortable + versatile, as long as things don't get too wild
Cons
- Trail bike weight with downcountry geometry
- Prices start at $6,300 USD.
Pinkbike's Take
| Yeti may not have wanted to slap a label on the SB120, and I can see why. It's not an enduro bike that's been miniaturized, nor is it a beefed up XC machine. Instead, it's a tool (or toy) for those rides that go up, down, and all-around. The short travel trail category is hotly contested these days - there are lots of very good options, this bike included, which means that it takes more than ever to truly stand out. At the end of the day, it's all about figuring out where your priorities lie. The SB120 isn't going to be for the rider looking for the most aggressive bike out there, or the lightest for that matter. However, the overall ride quality is excellent, making the SB120 a great option for big days of riding where comfort takes priority over seeing how far you can push your descending limits. |
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I can’t stop LOL’ing over that comment!!
shut it, fatty.
I dated a consultant. It was nonstop pretty words with a lot of grey area, and gaslighting.
But "a consultant's bike" doesn't have the same zing as dentist's bike.
Then make a limited number in team colours as you have done in the past and watch them fly out the door.
Assuming shops preordered these, I expect there to be significant discounts by mid summer next year. The C1 would be worth considering for ~25% off.
The market will decide next year ... maybe they have a wealthy base of customers that will keep overpaying.
Yetis are surely solid, where else does that frame weight come from?
Now manufacturing defects or just a massive huck to flat break frames, but no one predicts those. Though if I ran a race team, I'd surely do an ultrasound check of the race frames if that was feasible.
Honestly, if I could have gotten the color a little closer, you probably couldn't tell. Since repair the bike has had several season of riding and no issues as of yet.
My local shop had the SB115 on sale for 40% off over the weekend and they still weren’t selling. And it had according to Yeti the more desired PF bottom bracket.
This company as well as others have lost their minds on this latest spec group.
The brakes are not much better, but this is some true penny-pinching action.
The chain thing was a surprise, but I don't think it makes much difference. The brakes are in line with the travel, but it's still so heavy even with them.
Just wait and see.
I can say for myself, just because the new Marin Rift Zone is "better" in many ways, I do not have the same regard for Marin as I do Yeti therefore my experience on each bike will be completely unique regardless of spec and geo.
Keep the personal attacks to yourself too.
You're 100% right, that was some Saturday Sends worth stuff right there.
But yeah like I said, its honestly not that hard bro.
Are we referring to a US billion or the historic UK billion?
I know more people who reduced fork travel on their Ripley, or Tallboy because "it doesn't pedal that great, for a short travel bike."
Ah the good old days.
How about charting the price of the same spec of a few different bikes at different price points over the last 7 years (say SC Nomad, YT Jeffsey, Stumpjumper say) and comparing the cost increases to inflation and talking about other factors that have driven prices up (pandemic etc.) and whether those conditions still exist (e.g. how much is a shipping container now, is it back down to pre pandemic prices?).
a 2011 Santa Cruz Blur Carbon XO Build was $6133 USD.
a 2021 Santa Cruz Blur Carbon XO1 Build was $7149 USD.
Using an inflation calculator the 2011 bike would be $7388 USD.
So in this case the bike got $239 cheaper!
enduro-mtb.com/en/caviar-and-kashima
2019 Hightower X01 - 6799
2020 Hightower X01 - 7099
2021 Hightower X01 - 7849
2022 Hightower X01 - 8799
Inflation from June 2019 to June 2022 would have the price up to $7,865.21, but that's overly simplistic because you would actually need to calculate the inflation of each component going into the bike. How much more is a set of Maxxis tires? An X01 Cassette? And unless you expect the manufacturer to take a haircut on their margin, then the costs compound quickly. If SRAM was charging them 100 for a groupset and they take a 10% cut, that puts the cost at $110. If SRAM ups it to $150 that 10% cut raises it to $165.
Same logic follows along the way for the retailer. If Santa Cruz had to raise prices from $4500 to $5000, that 40% dealer margin means it's not a $500 price increase, but a $700 increase.
Not to mention the wage increases of all of the California-based workers.
FWIW, my point was not that all bikes SHOULD cost what they cost, but the idea that bike companies are fleecing us is a bit uninformed.
PS I'm not sure the logic about calculating the inflation of each component leading should lead to an above inflation price increase necessarily holds true - if every part of the bike, plus the labour to assemble it has been subject to compound of inflation of say 10%, then if my math serves me right I think I'd expect the total cost of the bike to go up by 10%? Same would go for the margin.
PPS: It's also mildly interesting that the price of the HighTower has jumped in the last couple of years, whereas the Blur in @jlauteam1 's post seems to have not had those same big jumps.
But inflation is not equal to increased costs. In periods of high inflation, most manufacturers need to take a loss in profit (% wise) to remain price-competitive. Inflation may be at 10%, but increased COGS might be 15%. For the sake of simplicity, if we throw out some round numbers for cost:
Frame (Materials, labor, shipping): 300 > 400 - $100 price increase
Groupset: 300 > 350 - $50 price increase
Suspension: 300 > 350 - $50 price increase
Wheels: 300 > 350 - $50 price increase
That gives us $250 in increased costs to the manufacturer to build a bike, taking the cost from $1,200 to $1,450. However, if the manufacturer still needs their 10% margin to cover employees, shipping, etc. then what they sell to dealers at is not $1,320, but $1,595. If the manufacturer tried to simply keep up with the pace of inflation, they would charge $1,452, taking their margin down to a whopping $2.
I think...my brain hurts. So yes, someone smarter should do an article about this. Haha
It weights as much as my Arrival, but the same travel (10mm more in front) as my BC40. Why would anyone buy this at 10K? If you want down country at 10K there are dozens of better and lighter builds, if you want trail, there are tons more capable builds with 140/150 at the same or less weight and price.
And that color? Has yeti just phoned it in on the new CB120?
This bike is such an "all arounder" that it is truly terrible at everything.
US made BC40 frame is $4000 and can be had with just rear shock (no headset or fork) according to the pleasantly nice and quick replying customer service (all of which are not found at Yeti come warranty time) at Allied. And you have multiple paint options at no cost.
Not exactly apples to apples in terms of intended use, true, but I know dentists have above average reading comprehension.
In the car world the SB120 is a heavy bloated crossover with a CVT, 50HP less and costing 30% more.
AND GG has frame colors now. Heck of a good option, now that you mention it.
No this can't be a normal price for a MTB, we should not let it become usual
Its the normal people in the middle, who might be tightening their belts and making a bike last another year.
Or you go affordable and practical... it's interesting... in two days we've seen drops from two brands on exactly the opposite of the spectrum. Marin's updated aluminum Rip Zone and Yeti's SB120.
Both these brands will be fine. It's all the ones in the middle that will struggle... because what are you selling if you're not very high end and seen as "worth it" or affordable and seen as "getting a good bike for a good price".
The differences are so minimal at best given similar travel and geometry.
I get that some people like the look or some of the 'features' of fancier bikes no disrespect there. Just as far as the actual riding goes it's really not a big deal. I would also argue the 1 degree of headtube angle is pretty trivial. Lots of bikes have that amount in flip chip change, it's not like it makes a new bike!
-Cross Country (RIP ASR)
-Short Track (130mm Hardtail with iscg lol)
-Gravel (RIP OPEN x Yeti)
-Road (RIP Project Road)
-BMX (RIP SuperX)
-Downhill (RIP 303DH)
-Free Ride (no crankworks/Rampage since???)
-and everything but EWS racing (yay Richie Rude!)
Am I missing something here from a company that says "Racing is in our DNA"?
Rocky: "We'll just release our 2023MY's with another 5-10% price increase with no change in spec...we can't let Yeti own the crown for "worst value bike" "
If I were a customer that likes what Yeti does as whole, I would buy that SB120 without concern about the sticker price because I would have determined the value is there. Customers that worry about derailleur spec and hyper-specific, singular details, are the ones that have different value metrics and complain about pricing.
Fortunately, there are still manufacturers making exciting bikes that have not drank this ridiculous kool-aid and I hope they won't. As a consumer, I take this price gouging practice personally and would not buy any bikes from manufacturers who do this even if they come to their senses later on and build some amazing bikes. I'd rather give my money to someone who treats their customers as something other than the next wallet to pillage.
And fortunately, I don't have to. There are still manufacturers who offer fantastic top-spec bikes for less than that. I was lucky and managed to buy my dream bike for $3500 just before this lunacy took off. A year in and for the first time ever, I haven't found a single component that I'm itching to replace before it breaks or wears out, or wishing for different geometry here or there. By the time I'm in the market again, I hope things will have settled again. But that's a potential problem for another time.
There's a lot of wealth in America.... most of it ain't in your average person's hands.
And you can’t run an angleset to correct the geo..
It's undergunned for the "trail" category, but doesn't leave room in their lineup for a XC raceable bike.
Caveat: I went from a Hightower C 2020 with a Lyric Ultimate on it, so I wasn't sure how it was going to go with a lighter bike but it has been fine. I don't do many enduro rides these days
For example... this bike has the following FC/RC ratios.
XS = 1.59, S = 1.65, M = 1.73, L = 1.77, XL = 1.83, XXL = 1.87
So... is there something going on with the COG and/or rider position of a taller rider where the fc/rc should be vastly different for those riders? Yeti isn't the only one with these sorts of spreads for a trail bike. For example, the tallboy runs from 1.65 (xs) to 1.91 (xxl).
2023 Yeti SB120, SRAM mixed bag, Fox Factory bounce, aluminum wheels, 29.5lbs = $9600USD
Do Yeti's R&D team live in a concrete block bunker with no wifi?
That SB 100 frame I just got for $1,450 with a 1.6 degree angleset is looking more like a good move. Guess I'll see if all those Switch Infinity nightmares are true tho...
I got quoted €4,750 for a carbon patrol frame! The future sure looks bright ...
At least put a Cane Creek 110 or Wolftooth.
Switch Infinity seems like the best possible single pivot design - but I'm also confident that other designs simply offer more.
Again, I am not a huge fan of Switch Infinity. I had an SB150 and sold it after 10 months. That said, it does seem to be a better solution than a true single pivot.
it'd easily become a bit useless otherwise
Can you imagine if they did a lighter weight 100?! Wouldn't that be something...
Yeti is simultaneously raising prices AND saving money on R&D with their latest crop of bikes - tweaking designs from 2018.
120mm
25lbs in top of the line trim
$7200
and comes in Deep Sea Green. Let's call it Turquoise for arguments sake.
I'll take the Transition please.
For instance, the Revel Rascal which is 1000 USD less money and, while a 130mm rear travel bike, is an extremely efficient pedaling bike and can get on the gas downhill as well. Or... a used SB130? I also feel like no one knows the Devinci Django exists (no one reviews it?), which is an awesome 120mm bike. I could go on but why?... I think many of us are thinking the same thing.
It’s going to be a hard sell comparing a SB130/SB140 or SB150/SB160. Great condition previous gen frames are half the price now!
Buying a USED Yeti? Horrible idea unless price so low you factor paying full pop for Switch repair.
I am riding a Rascal right now with a 150mm Lyrik up front. I seriously climb almost as fast on my Rascal as I do on my 29+ Why Cycles Wayward (which is a super fun hardtail, btw). Rascal downhill far exceeds my capability... I know several folks who Enduro and light DH on a Rascal with a Fox36 or Lyrik. Used to have a SB5.5 which I has zero problems with but was an older geo bike... hated climbing steep stuff on it but the SB5.5 was really fun every where else. But again, IMO, the Troy was better than the SB5.5 everywhere (I owned those two bikes at the same time).
I feel like any 120mm DC/trail bike that comes out has to justify its price/performance against the Ripley, Spur, Rascal, and Trail 429 (plus a few others I'm probably missing).
So many options for so many different trails and riding styles. Simply a case of trying and not getting raked over the coals $$.
I saved up for a long time for the Wayward V2 frame and built it up as I could afford it; I love it. It is the bike I ride the most.
Thats a set up problem then, no such issue on the one I’ve ridden
120 mm single pivots like the Spur, Allied, Epic Evo, etc, have way less rear suspension performance than what one gets with SI. To get decent pedaling with single pivots you have to add so much compression and/or air pressure that the suspension performance is compromised, and rides like less travel. With a good multilink design like DW or SI, you can run the suspension set up so it really works for you up and down. and all of those bikes take only a 120 mm fork, it is a different bike category.
Now, compare the Yeti with the bikes it competes with: Ripley, Tallboy, Trail 429, and it does pretty well, looks better than Ripley or Tall Boy, but is a bit on the heavy side-hopefully that weight makes it really reliable. And the expense, well, no one forces you to purchase it. It is called inflation: new models is the one time when bike manufacturers can raise prices and bike companies have been struggling a bit with the increased cost of goods, so when new models are introduced, expect prices to go up-it is inevitable.
But comparing the SB120 to single pivot flex stay, lightweight down country/XC bikes is silly.
YT are interesting bikes, unfortunately they do not seem to sell frame only, which means they are a no go for me, I prefer to spec my own parts selection.
Compare it to whatever you want. I have the same gripes with the Ripley, Tallboy, and Trail 429, they're heavy, expensive, and will get roasted by a good downcountry bike both up and down.
I owned a Yeti SB150, and found it to be perfectly "fine" and adequate. I did not love it - so I sold it after >12 months. I replaced it with a custom built Specialized Enduro which is leaps better in every way, except that the Yeti was a slightly better climber (and I do mean *slightly*).
I will agree this SB120 is a whole lotta meh; a bitt still-born. Seems like it is outgunned by the SB130 of the current/prior generation. Let's see if the SB140 is another fumble.
I would like to see them do a 100/120 xc light weight version with no switch. I think that would sell quite well.
I don’t just ride long enduro bikes either - last year I spent a lot of time on a Transition Spur. I’ve got a soft spot for short travel bikes that punch above their weight.
As fun as big enduro bikes are, I’d much rather have something fast and light for those long, technical XC-ish rides.
sorry for the german, google translate will help you if needed
I cannot comment on what the rest of the county is like though. So I may be skewed.
I was pretty fresh out of college and living with a girl, we probably made 110ish and it didn't feel like a ton of money at all.
Hopefully many can and will buy em...but it's not a good deal vs 2 year old same.
They are probably about equal in terms of being shitty people as guys on 11k dollar bikes, but they seem a lot worse because they $80k trucks, $100k trailers, dumb horses, and wear stupid ass hats.
Lotta hate here. I won't buy Yeti because they manufacture in a communist country with sketchy human rights, but they don't make junk and it looks like a good bike, price aside. I don't buy completes, the frame weight (mostly sprung) being a pound heavier than average doesn't bother me. It's got reasonable geo, lots of sizes, size specific rear ends, not too long seat tubes and good insertion lengths (unlike the XC bikes everyone keeps comparing). I'd buy one of these if they built it in Colorado, maybe even Taiwan. Light wheelset, fast rolling tires, I bet it'd be a great bike.
Calling out something rubbish is not hate. Criticism is not hate. Not agreeing with something clearly wrong is not hate. Hate is the most misused word in recent years, people like to use it to add a negative/unfair meaning when someone does not agree.
Buying a frame made in a communist country is bad, but buying it from a country with almost no workers rights, unliveable off minimum wage, no universal health care, inbuilt racism, morons running with guns and really dodgy, "let's try to kill most natives and steal their land" history is good? Duuuuude, get off your high horse
Regarding country of origin - I am not a chauvinist, the US is far from perfect but it is where I live and I would indeed like to support developing skilled jobs here that don't pay minimum wage and provide health care benefits. I am quite happy to support industry in my Canadian neighbors and in Europe where my family is from as well. But not China or Vietnam. You do you. I'll keep trotting along on my horse, riding my heavy Guerilla Gravity and Nicolai not caring what the frames weigh.
Also, the review mentions frame only pricing vs Santa Cruz, but no mention of how the complete builds stack up.
Another way of looking at expensive cars is that people have less disposable income for things like bikes.
If you have a modest income, its absurd to purchase a bike that's like 15 to 25% of your takehome yearly pay