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05/10/2008
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2005 Norco Team DH
Just in time for the fast season...
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Words and photographs by Corey Anderson
Summer is right around the corner, and this is the time of year that riders
are replacing worn-out parts and updating their quiver. Bike shops are filling
up with the new 2005 bikes that we've been reading about all winter, and the
bike scene is shifting into the big ring for the sunny season.
One of the new bikes to hit the floor is the 2005
Norco Team DH. This dedicated descender was originally featured in our
February
Gear Shots article, and is now back under the microscope after several months
of abuse. I was particularly excited about doing the review of the Norco Team
DH as I've ridden nearly every one of their Team DH bikes since
2001. Following their concept of a Team race bike from the beginning
has really allowed me to appreciate the continuing change and development of
the bike and to get a sense of the "before and after" for each model
year.
Undressing the beast from the top down…
The 2005 bike takes the frame design from the 2004 bike to the next level. The
design team at Norco invested in a new manufacturing process that they call
hydraform. The process that uses high pressure liquid to form seamless
tubing that changes shape from boxed monocoque to a burly oval profile. This
process allows them to manipulate the frame to get maximum strength where it's
needed and maintain consistent wall thickness in the tubing.
2005 Team DH growing in my garden |
The rear end has been refined for the 2005 bike. A hefty one-piece yoke mates
up to the largest chainstays ever used on a VPS bike. The new drop-outs now
feature a true thru-axle design with stainless steel threaded inserts clamping
the 150x12mm axle. The 150mm rear spacing makes for a stiffer rear end, a better
chainline and a wider rear end for more tire clearance.
Norco has finished this bike with the intent to have it noticed. As their team
race machine, they have made sure you won't mistake it for anything else. The
metallic red front triangle and gloss black rear triangle are covered in loud,
race-inspired yellow, black and white graphics, all of which are sealed in under
a healthy layer of clear coat, a nice feature than ensures your decals are not
peeling or rubbing off halfway through the summer. The whole package with gold
hubs, gold rims and flashy paint reminds me of a CR250 factory race bike. Take
note: if you are looking for a low-key finish, this model isn't for you.
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Chassis
Racers are probably the most picky riders in regards to bike set-up.
Different courses can demand different set-ups, and this frame is ready
to accommodate them. Norco has retained the proven VPS four-bar linkage system,
which delivers a plush ride with excellent pedalling and braking performance.
The rear end swings on sealed cartridge bearings that use standard sizing, and they're readily available at your bike shop or local bearing supplier.
This is a nice touch that means you won't be sidelined waiting for parts when
the time comes for service. |
Burly new drop outs |
The rear shock bolts up to an adjustable upper shock mount, which allows you
to tune bottom bracket height and head angle, and also works with the lower
shock mounts to allow the rider to tune travel independently from geometry and
ride height. You can run the bike as low as possible, with a super-slack
head angle for high-speed descents or raise it up for a steeper head angle
for tighter, more technical terrain.
Fox Racing was not
to be out-done by the latest developments in rear shocks. The new Fox DHX line-up
is their latest move to stay on top in the suspension world. The '05 DH uses
their top of the line DHX 5.0 in a massive 9.5" eye-to-eye, 3" stroke
coil-over. The 5.0 features independently adjustable bottom-out resistance
and 15-click adjustable ProPedal, allowing the rider to set up a firm pedalling
platform but maintain a supple and active ride. The air chamber lets you adjust
the compression circuit, which features Fox Racing's new Boost Valve technology,
a position sensitive dampening system that gets more progressive as the shock
compresses. For weight-conscious riders, Fox claims this shock is lighter than
its competition by 90 grams.
Adjustments to keep you up all night |
Up front, the DH uses the 2005 Marzocchi 888RC. The 888RC features an
optional integrated stem, 20mm thru-axle, tool-free adjustable compression
and rebound, and 8" of butter smooth travel in a package that weighs
in at just under 8 pounds. The '05 888rc remains basically unchanged from
the '04 888R fork, with the exception of fresh graphics.
The Build
There were no corners cut in the spec department when this bike was put
together. ODI Lock-On grips hook you up with the oversize Truvativ
Holzfeller bar, which steers
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a sealed bearing Chris King
Steelset headset. A matching SDG
Bel-Air saddle sits on a Race
Face Atlas seatpost. Race Face Diabolous X-Type cranks help you put the
power down and the E-13
SRS chainguide keeps your chain on the 40t ring. The bike features a full SRAM
driveline: an X9 trigger shifts the X.O. rear mech, which drives a PG-970. cassette.
Dual gold Hadley Racing hubs are laced up to gold Alex
Supra-D rims. Stopping is handled by the Hayes
El Camino 8" disc brakes. All of this stays glued to the trail with Kenda's
Nevegal tires.
In the Pits
The bike comes in either a small/medium or a medium/large size, and I typically
ride medium sized bikes. At 5'11", I was on the fence, but having tested
the 2004 bike in the small/medium I opted for the same size this time. After
talking to the Norco guys, it seems the majority of their team guys around my
height would also be on the small/mediums.
This bike came with a 450lb. rear spring, which when combined with the DHX rear
shock felt right on the mark for my 175lb. frame. This is the same size spring
used on the '04 bike, but the DHX behaves significantly different that the
5th Element did with the same spring. The 888RC comes stock with medium springs
and default oil height, which worked out well for my weight and riding style.
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I rode the bike a few times to get the feel for how I wanted to set up the
suspension. I ended up putting the upper shock mount in its top position
to lower the bottom bracket and slacken the head angle, and ran the bike
in the 9" travel setting.
I use 150psi in the rear shock, with the
volume adjuster half a turn from all the way in. Rebound is nine clicks in
from wide open and spring preload is at a minimum. For the fork I'm running
18 clicks from wide open on the compression side, and |
The powerplant |
seven clicks from wide open on
the rebound side. Under these conditions, I am able to get full use out of
the suspension without bottoming harshly on ugly hits and landings.
Enough talk, lets get dirty...
When I first rode the bike, two ride characteristics really stuck out. The
first thing I noticed was the stand-over height, which was more than any other
big bike that I've ridden. This is really confidence-inspiring in
tight, technical conditions, and gives the bike a feel like you can toss it
around beneath you with little effort.
The second striking ride characteristic was the low bottom bracket, which after
my first few rides and hang-ups, became clear to me that it was going to take
some getting used to. Coming from a bike with a higher bottom bracket had me
tagging pedals and the chainguide left, right and center. The ISCG mounts and
the burly bash guard on the E-13 take these hits in stride, a nice feature that
means you don't have to get off to straighten things up every time you tag your
tensioner. After a few rides, I began to figure out how to ride it a bit differently
in regards to going over obstacles and timing pedal strokes. This is common
with most dedicated race bikes, and once you get this figured out, the beauty
of a low bottom bracket outweighs any of the negatives. The lower centre of
gravity does two things to your ride: it allows you to corner harder and faster,
and it keeps the bike more stable at speed.
Loud and proud |
The sweet-spot in the cockpit feels to be towards the front of centre,
putting your weight towards the front of the bike as it settles into corners,
and the low bottom bracket and rear shock suck the rear end into corners
and spit you out with speed.
It didn't take long to find myself comfortable
leaning the bike more than I was used to and braking later into corners.
The 44.5" wheelbase provides a balance between high-speed stability
and low-speed agility - the bike tracks well at speed but |
doesn't feel like a Greyhound bus in the trees. The slack head tube angle works well for both stability and tackling
steeps with confidence. 17.5" chainstays make the bike easy to pick up
off of drops and to manual through dips and rough sections.
The 888RC functions like a portable transition. The 8" travel and progressive
compression dampening takes the edge off drops and begs to be nosed-in when
you land. The DHX 5.0 rear shock is a solid match for the frame. The adjustable
ProPedal keeps the suspension from bobbing around, regardless of how hard you
hammer the pedals, yet the rear suspension remains and feels smooth
and active over choppy terrain. The Boost Control valving makes for a unique
feeling ride; it allows the bike to move through its travel on small to medium-sized hits, yet when you slam into something or touch down a hard landing, it
ramps up in a way that you can't feel the bottom of the suspension.
Working in the office. Photo by Ryan Anderson |
In the slower, technical sections the suspension remains active and supple.
The DHX shock is fully active, making it easy to pop the bike over obstacles
and swing it over in tight corners. The snappy feel of the bike's suspension
makes it easy to forget you are riding a 9" descender.
On wide-open descents, the bike lets you push it. The 888 and DHX are a balanced-feeling combination, and have a similar feel at high speed. One of my favourite
places to see how things feel at speed is Whistler,
particularly the shale section towards the bottom of A Line. With the throttle
wide open over the square edged hits and chunder, the bike comes alive. The
DHX shock is unlike any other shock I've ridden in these conditions - it reacts
so quickly to the terrain that it gives you a floating sensation on the really
nasty stuff.
The SRAM drivetrain delivers solid, crisp shifts that feel effortless on your
hands. I've crashed the bike, shuttled the bike and abused it in some of the
worst riding conditions around, and despite several direct hits, the sexy X.0.
rear mech still shifts like new.
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The new Hayes El Camino brakes are a step away from what Hayes users
will be used to. The El Caminos feature more adjustments than other
Hayes models, and have a considerably different feel. The lever feel is
light and smooth, and the range of modulation feels much greater than
the Mags and Nines. The one-piece calliper provides a solid feel when
you grab a handful, and they perform consistently regardless of conditions.
What's up in the air?
There are a few things about the bike that some riders may have an issue
with, but each one is going to come down to personal preference. The
888 is a tall fork. For an 8" fork, it rides a bit higher than
some of its competitors. Racers who demand the lowest front end can look
forward to Marzocchi's release of their flat crowns, which will take about
1" off of the ride height.
The bike comes in two sizes, "small/medium" and "medium/large".
Riders who are over 6' may want a larger-sized frame, and some riders
may appreciate the choice of three sizes that are usually available from bike makers.
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Nosing in for a landing. Photo by Warren Gotch |
The only other gripe some riders may have are the graphics, which is purely
cosmetic. This is Norco's flagship race bike, so it's covered in graphics and
the Factory Teams sponsors, just like most other "racing" tools are,
be it racing skis, racing cars, racing motorcycles, etc. The rider interested in a more low-key look may want to turn to some of Norco's other bikes, like the Shore
or A Line.
Wide open at Whistler. Photo by Warren Gotch |
What's the verdict?
The Team DH is a dedicated single ring descender. It likes to go down,
and it likes to be shuttled. It wasn't built with the intention of being
pedalled up technical trails, and it wasn't built for epic back country
rides. The slack angles and low bottom bracket cater to going down, fast.
If you are looking for a North Shore machine, this isn't your bike.
The top-shelf build leaves little to be desired. At 45 pounds, it is
not a featherweight; however, it is on par with some of the
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most successful race machines on the market, and it isn't the kind of bike that's
going to let you down after a year of abuse.
The Team DH is a race-inspired bike. The geometry, design and build are all
direct results of professional rider input to create a bike to meet their demands.
This is a bike that continues to evolve with the sport, and a bike that doesn't
force you to part with an unreasonable amount of your hard-earned cash in the process.
You can find the 2005 Norco Team DH at your local Norco dealer for an MSRP of
CDN$5899.
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