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2005 Norco Team DH |
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 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 |
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 |
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 |
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 |
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? 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. |
 Nosing in for a landing. Photo by Warren Gotch |
 Wide open at Whistler. Photo by Warren Gotch |
What's the verdict? 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 |
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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