EXT Storia V3 Lok Shock Review (w/Cascade Link)

Are you drawn exotic mechanical adventures, unafraid of the challenges you may encounter trying to repair an Alfa Romeo? I love reliability but I'm also a sucker for all things Italian. I even married an Italian. Exotic Italian suspension parts on a mountain bike may feel even riskier than that Alfa. Servicing or finding parts for a fork or shock that isn't made by Rock Shox or Fox isn't likely to be easier, or less expensive but if we were practical and pragmatic, would we be mountain bikers?

The exotic often comes with the lure of superior performance, which is certainly the case with EXT. But, as any Ferrari owner will tell you, while there's an obvious boost in up front costs associated with a taste for Italian metal, it may be the maintenance and repair costs, and assaciated ordeals, that break you.* Venturing into boutique parts isn't for rookies or bed wetters, unless you happen to be a mountain bike 'journalist,' in which case both are eligible.

*At this point I have no evidence this will be the case with EXT and thus far I have had no issues at all

EXT suspension products fit the boutique designation to a T. The company does very little that is mass produced, focussing mainly on suspension for the highest levels of competition for individual teams in the rally and road racing spheres. An exception is that EXT supplied suspension for a hopped-up special edition Fiat 500, if you can call 133 units "mass production." Considering the rarefied air most of their customers breathe, it might end up that EXT produces more parts for mountain bikes than anything else. There is probably a slightly larger audience for mountain bike shocks and forks than for suspension to bolt onto a vintage Ford Escort Mk II, which was produced between 1974 and 1980.

It seems clear that EXT, led by suspension innovator Franco Fratton, has a long and distinguished engineering pedigree. Further evidence of this is EXT's presence on Geometron frames; if you can please Chris Porter, the notoriously discerning mountain biking sage, you can please anyone.

Cascade Components Yeti SB150 Link

My first move in this process was to install a Cascade Link for my Yeti SB150 frame. I wanted to know if I could feel a difference with my existing setup before I threw more variables into the mix. I measured up the two links and they were remarkably similar despite each dimension between the three attachment points being dissimilar. The main draw of the Cascade Link is the way it changes the leverage curve of the SB150 frame. The leverage initially is said to be increased from about 2.7:1 to 2.9:1. For every millimetre of shaft movement in your rear shock, with the cascade link, the rear wheel should travel 2.9 mm, which should translate into better small bump sensitivity. This gap continues for the majority of the stroke and at about 40mm the leverage ratio of the Cascade Link is said to begin increasing more than the stock linkage, eventually ending with a slightly lower leverage ratio (2.1 for Cascade vs 2.15 for Yeti). The more significant factor is the change in leverage ratio observed on the graph, for the last 20mm of stroke, where the Cascade link goes from 2.6:1 to 2.1:1 while the stock link goes from approximately 2.45:1 to 2.15:1. Cascades figures describe their link as 26% progressive vs 15% for stock for the entire leverage curve.

Right away I felt a difference in the ride with the Cascade Link. The rear suspension moved into the top portion of the travel more easily and small bump sensitivity was increased providing more trail feedback and feel. I raised my pressure a little to preserve mid stroke support but only a couple of pounds from 165 to 167 which left me around the recommended 30% sag. The increased ramp up combined with the progressive nature of an air shock (Float X2) added a more bottomless feel as advertised. These differences weren't dramatic but were enough to justify the price of admission (269 USD) for the riding I do here on the North Shore. I was even happier on a bike that has kept me very pleased for three years, particularly with an extra 5mm of rear travel and a .5º slacker head angle.

The real justification for the Cascade Link was to add progressivity to make the platform more compatible with a coil shock, in the form of the EXT Storia. Despite Richie Rude's success on his coil-equipped SB150, Yeti doesn't recommend a conventional spring for the bike. Coil shocks are more linear so they work best on a suspension design that ramps up a little more, while an air spring can only be compressed so much providing lots of ramp.

Cascade SB150 Features*

• Travel: 155mm (with stock 230x60mm shock)
• Increased to 26% progressive compared to 15% with stock link
• Slackens bike 0.5 degrees and lowers BB 7mm
• Sealed Enduro MAX bearings
• CNC’d out of 6061-T6 aluminum in the USA
• Colors: Black, Silver, Orange
• Weight: 190 grams (vs. 175 for stock link)

*info provided by Cascade

First Rides

I packed up the bike and went to visit Ben Arnott in Squamish to have EXT suspension installed. Normally I would have done this myself but Ben, who runs Alba Distribution, is a former World Cup mechanic, and who am I to turn down that sort of service? Watching Ben work highlighted some of my wrenching limitations. His bench remained spotless all the way through the job and he was precise and methodical. It turns out messy and haphazard mechanics don't make it to the top level. Before my visit to Alba, I submitted a form outlining my bike info, my height and weight, my riding preferences etc. EXT builds every shock for the customer so this info is essential.

I left Squamish feeling optimistic but I wasn't among those who immediately fall in love with EXT suspension. One thing I heard is that EXT forks can take a little longer than others to break in, which may have contributed to the issue. I seemed to have poor traction in the rear and repeated hard impacts felt more harsh than I expected. I also realized that zeroing in the suspension of two new products can introduce too many variables. The shock never felt bad but it never felt great either My setup problems may have been obscured by the HBC (hydraulic bottom out control - more on that below). I never felt like I was bottoming; the bike simply didn't feel fast or responsive and was obviously riding too low in its travel, although I failed to identify this at the time. Once I put my Zeb back on, I knew what I was dealing with up front and could focus on what was happening the rear.

After twiddling with suspension settings without much success I decided to install the heavier of the two springs EXT supplied, even though that didn't seem to e a likely solution. All Storia shocks come with two springs that differ in spring rate by 25 lbs. I had been using the 400 based on the baseline recommendations from EXT and I didn't feel like I needed more support but once I installed the 425, things started to sing. I had great traction, issues with repeated impacts disappeared, and the system finally felt fast.

EXT Storia Lok V3 Technologies

HBC

EXT's hydraulic bottom out feature (HBC) might be their most impressive technology, and one that puts some distance between almost every other coil-sprung shock on the market.* Because of the more linear nature of a coil shock, bottom out is more difficult to control when compared to a an air shock which has a more progressive spring curve. Most shocks solve this issue with cutting edge technology found inside a 1990 Manitou fork; a big elastomer bump stop. In one direction this works well enough, but an elastomer has no damping so it springs back abruptly after being compressed.

*Push also employs hydraulic bottom out

Reaching into their bag of technology tricks, EXT ported a technology they first developed for WRC in 1990. Hydraulic bottom out works by adding a compression damping circuit that only activates in the last 15% of travel. This is accomplished with a secondary valve that closes and works in addition to the main compression circuit once it has entered a smaller diameter chamber at the end of the stroke. Rather than the thick conical bottom bump stops other coil shocks deploy, the Storia needs only a 5mm-thick foam disk. The EXT Arma DH shock adds an external adjustment for HBC but the lock lever occupies this space for the Storia. EXT can customize HBC to meet your needs either when your shock is being made or when it's in for service.

Lok 2.0

It wasn't long ago that a lockout for a coil shock was unheard of. There were even devices you could snap in place to prevent bobbing back in the day. The Storia uses a secondary compression circuit to improve pedalling rather than simply increasing the compression in the main damper as others do. Externally on the Storia HBC can only be turned on or off but EXT can customize it for you if you'd like it more or less firm. On my Yeti I don't find the level of bob to be a problem and I almost prefer the added suppleness with the Lok lever off on rough gravel or when climbing bumpier singletrack, the exception being when I stand up on the pedals which I do often. There is a blow off valve for those of you who, like me, forget to engage party mode before the descent. This second version is said to be firmer and quieter(?) than the original Lok but I didn't hear anything at all on the way up. I think given the choice I would opt for the external HBC adjustment for the Storia rather than the Lok lever because I care more about descending performance.

High Turbulent Flow

Dampers are designed to slow the movement of the piston in your shock so that oscillations are controlled. Without damping your rear shock would behave like a basketball, bouncing too deep into its travel and rebounding too quickly. Damping is accomplished by restricting the flow of fluid from one chamber to another. This energy has to go somewhere and it ends up being converted to heat. Excess heat reduces a liquid's viscosity, compromising damping performance on long descents or at high speeds. EXT's solution to this issue is to increase turbulence in the system, which acts to increase viscosity and reduce cavitation and aeration which also degrade performance in high performance situations.

Other Goodies

The Storia has a large, 29mm main piston and a 24mm valve piston for increased fluid flow. The reservoir pressure is only 55 PSI which is said to help the Storia move easily into its travel. Ultra low friction coatings are used throughout to reduce stiction and improve response. And finally, most of the damping circuits can be adjusted by EXT to meet your needs as accurately as possible.

Longer Term Ride Impressions

Once I got a few things sorted I really started to appreciate the Storia V3. Rear wheel tracking is excellent and there are moments when the rear tire seems to conform perfectly to every imperfection on the trail. This helps braking and cornering, and seems to make evasive manoeuvres almost intuitive. While I realize I am always the weakest link in my mountain bike system by a wide margin, there are often times when I feel either my fork or my shock is holding me back. This is often situation-specific and there is probably a way to improve settings for that particular trail condition (big downhill trail steps at speed are an example) but those settings would then be detrimental in other, more common situations. The Storia V3 seems to adapt to most every condition and get out of my way, leaving me with nobody else to blame when I shit the bed. Grazie Franco!

I have also been surprised by the seemingly incompatible traits of excellent compliance during both large and small impacts and a satisfyingly poppy feel. It doesn't have the same platform and ramp up of an air shock, but it's still remarkably proficient at getting off the ground and changing lines. Part of this is certainly related to the SB150s kinematics but the shock itself doesn't feel dead despite its ability to move out of the way when required.

The bottomless feel of the HBC is a beautiful thing to get used to. This translates to composure at the bottom of rock faces with abrupt transitions or when launching into inhospitable terrain. It feels as though you have an extra moment to sort out your baggage and point yourself in the appropriate direction.

EXT Storia V3 Lok Features*

• Metric and Imperial sizing – Standard or Trunnion mount
• 4 way adjustable (LSC-HSC-LSR-Lok proprietary system)
• High flow Ø29 mm main piston
• Ø24 mm valve piston
• Ø14 mm shaft
• New Lok Technology – Progressive opening – Silent working
• Engineered rebound circuit to separate bump and rebound oil flow
• Ultra low-friction coating
• Factory tuned HBC technology
• Very low reservoir pressure for maximum sensitivity (55 PSI)
• Full custom hydraulic setup available
• No cavitation
• Very low hysteresis for high dynamic response
• High turbulent flow for very low temperature depending
• Low friction Energize seal
• Thinner bottom-out bumper
• New rebound knob for easy spring swap

*info provided by EXT

A Few Thorns

Boutique experiences are bound to have a few quirky elements. One is that the high speed rebound can only be adjusted with a 12mm spanner. Once that spanner is in place the detentes are easily felt with a satisfying click, but who wants an extra open-ended wrench with them on a ride? The compression and low speed damping require a more convenient 4mm hex wrench. The other unusual feature is what EXT calls "The Sound of Technology." In other words, EXT admits the Storia is noisier than other shocks; "...we need to put parts inside that are working and moving together with other ones to create restrictions to oil flow, and these can produce sounds as the valves open and close." I notice this when cycling the suspension in my shop but I never notice it on the trail but I'm sure some of you will find this annoying.

The Price of Composure

Here in Canada the Storia V3 Lok costs 1350 CAD. To me that doesn't sound unreasonable for a custom-tuned shock with F1 technology and two very light coil springs. But, the excellent Fox Float Factory X2 will set you back only 940 CAD. It's also lighter, a little poppier, and it is naturally progressive thanks to its air spring. You can also adjust your spring rate in a minute or so based on the conditions of the day or to hit the bike park. It also could be slightly lighter, although that difference is quite small with the new EXT springs. Obviously the Storia isn't for everyone and depending on your priorities you might want to park those 400 extra bucks elsewhere. For me, based on my experience so far I think it's well worth the price of admission.

I didn't know much about the EXT brand when I signed up for this test, aside from the fact that it was an exotic Italian brand with a name and logo that resembles that of Fox, and that Chris Porter liked them. As I have learned more I have become more impressed. Recently EXT released an update for the ERA fork which includes new lowers, a new floating axle, improved bushings and a new end stroke for the outrageous price of 250 CAD, or 450 installed. This sort of improvement on the fly isn't common in our business and usually these kind of upgrades are left for an upcoming model year. Continuous development seems to be the way forward for EXT.

In Canada you can order an EXT Storia from Alba Distribution or through your bike shop. South of the border there is a US EXT office. Other global distributors and service centres can be found here.