Rachel Atherton took second place in the women’s downhill final in Windham, New York aboard this GT Fury World CupJames Huang / Immediate Media
Suspension tweaks are made just for Atherton so it’s important that forks don’t get mixed up between ridersJames Huang / Immediate Media
Long-travel bikes with such a high single pivot would normally suffer from a lot of pedal-induced inchworming and kickback on bigger impacts. But in this case, it’s tempered by GT’s long-running Independent Drivetrain (formerly i-Drive) suspension design, which delivers the square-edged bump performance such an up-and-back axle path provides but without the usual negative effectsJames Huang / Immediate Media
A titanium spring on the racer-only Fox RAD rear shock helps trim some weightJames Huang / Immediate Media
A look at the compact Independent Drivetrain linkageJames Huang / Immediate Media
The split seat tube straddles the big rear shock. Note how the rear brake hose and rear derailleur housing is neatly routed through the gap, tooJames Huang / Immediate Media
Big 203mm-diameter Shimano finned Ice Tech rotors are used front and rearJames Huang / Immediate Media
Atherton doesn’t have much choice in cockpit components but it’s for a good reason – team sponsor PRO produces a signature line just for the British trio so at least in theory, all of the bits are exactly how she wants them, anywayJames Huang / Immediate Media
The PRO direct-mount stem is mounted in the short position here. Note the tricky machined bolt heads, tooJames Huang / Immediate Media
Look closely at the pattern on the PRO grips: it’s Rachel, Gee, and Dan!James Huang / Immediate Media
Rounding out the PRO Atherton signature series ensemble are a carbon railed saddle and alloy seatpostJames Huang / Immediate Media
The Shimano Saint crankarm is practically polished after countless muddy runs. A Shimano Saint guide keeps the chain in placeJames Huang / Immediate Media
With so few gears and such a tight total range, there’s no problem running a short-cage Shimano Saint rear derailleurJames Huang / Immediate Media
Atherton used Continental DerKaiser Project 2.4 rubber front and rear at WindhamJames Huang / Immediate Media
Cables are routed along the top of the down tubeJames Huang / Immediate Media
Flange spacing on the Shimano Saint rear hub is ultra wide to improve wheel strengthJames Huang / Immediate Media
Like many top downhillers, Atherton uses an abbreviated cassette, with nothing more than the gears she expects to useJames Huang / Immediate Media
Hope gets into the game with seatpost collars and headsetsJames Huang / Immediate Media
Atherton races on custom wheels built with Shimano Saint hubs and Stan’s NoTubes Flow EX rims. Long-term durability isn’t really an issue for the alloy nipples since wheels are being rebuilt so often due to dents and dingsJames Huang / Immediate Media
Every good team mechanic has a hole punch tool on hand for number platesJames Huang / Immediate Media
Atherton runs clipless pedals from Crankbrothers but runs her pins very shallow. According to team mechanics, she really likes to be able to move around a fair bit on the pedals while careening downhillJames Huang / Immediate Media
The GT Factory Racing team keeps careful notes of every rider’s setup – not just for each race but for every run. This makes it easier to discern what changes are actually beneficial, and what worked best for a particular track and course conditionsJames Huang / Immediate Media
Few people would be surprised to hear that downhill bikes have been the last holdout on making the switch to 27.5in wheels but now that the shift is in progress, it’s happening at a feverish pace. British GT Factory Racing phenom Rachel Atherton is yet another top-name star to make the move, and she used it to good effect in Windham, New York.
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Rachel atherton (team) took second-place in the women’s downhill final in windham, new york aboard this gt fury world cup: rachel atherton (team) took second-place in the women’s downhill final in windham, new york aboard this gt fury world cup
Rachel Atherton has made the move to 27.5in wheels this season
Atherton’s new GT Fury World Cup strikes a nearly identical profile to the 26in-wheeled one that debuted just last year and from a distance, you’d be forgiven for thinking that it was actually the same bike – and aside from a few geometry changes required to accommodate the bigger hoops, it mostly is.
The Fury World Cup uses GT’s long-running Independent Drivetrain (formerly known as i-Drive) system, which offers the square-edged bump performance of a high single pivot suspension design but without the detrimental pedal-induced movement and kickback that normally come with it. Geometry is thoroughly modern, too, with a low, slack, and long setup that’s tailor made for modern World Cup tracks.
Long-travel bikes with such a high single pivot would normally suffer from a lot of pedal-induced inchworming and kickback on bigger impacts. but in this case, it’s tempered by gt’s long-running independent drivetrain (formerly i-drive) suspension design, which delivers the square-edged bump performance such an up-and-back axle path provides but without the usual negative effects: long-travel bikes with such a high single pivot would normally suffer from a lot of pedal-induced inchworming and kickback on bigger impacts. but in this case, it’s tempered by gt’s long-running independent drivetrain (formerly i-drive) suspension design, which delivers the square-edged bump performance such an up-and-back axle path provides but without the usual negative effects
GT’s Independent Drivetrain design offers the bump-eating performance of a high single-pivot wheel path but without the drawbacks
Some might question why someone with Atherton’s pedigree is on an alloy chassis instead of carbon one, particularly since GT’s previous downhill flagship was just that. However, this new version is supposedly lighter and more rigid than the old composite structure. More importantly, welded metal construction enables GT to more quickly make changes based on rider (or market) demands – both of which are evolving with incredible pace. Given that the 26in version of this bike was only introduced last year, we probably wouldn’t have seen Atherton on a new 27.5in version so soon afterward otherwise.
The split seat tube straddles the big rear shock. note how the rear brake hose and rear derailleur housing is neatly routed through the gap, too: the split seat tube straddles the big rear shock. note how the rear brake hose and rear derailleur housing is neatly routed through the gap, too
GT claims the current Fury World Cup’s alloy frame is both lighter and stiffer than the previous carbon one – and it’s far easier to make changes, too
Materials debate aside, Atherton likely cares much more about how her bike is tailored for her build and riding style – and between team mechanic Joe Krejbich and factory suspension support from Fox, it’s quite an impressive job.
Both ends are astoundingly supple to the point where even with a modest total weight of “around 36lb [16.3kg]”, there’s so little seal friction that the bike actually sags slightly under its own mass. According to Krejbich, Atherton nevertheless still prefers the front end to be a little firmer and more supportive to prevent dive under braking and in hard corners.
Suspension tweaks are made just for atherton so it’s important that forks not be mixed up between riders: suspension tweaks are made just for atherton so it’s important that forks not be mixed up between riders
Both the fork and rear shock are fully custom tuned by Fox
Krejbich says Atherton also likes her Shimano Saint brake levers to have as little throw as possible, and they’re positioned quite close to the bars. We also noted how the pins on Atherton’s Crankbrothers Mallet DH pedals barely extend out of the platforms. Krejbich says it’s because she likes to move her feet around a lot during a run.
Speaking of runs, the GT Factory Racing team on the whole takes equipment setup quite seriously – and the method by which changes are recorded, which unfortunately we can’t show you, is perhaps the coolest thing about Atherton’s bike. Each and every run done during a race, practice, or test session is logged in details on a custom Apple iPad app so that the team (and the riders) can keep track of how each change affects how the bike performs and feels on the track.
The gt factory racing team keeps careful notes of every rider’s setup – not just for each race but for every run. these makes it easier to discern what changes are actually beneficial and also what worked best for a particular track and course conditions: the gt factory racing team keeps careful notes of every rider’s setup – not just for each race but for every run. these makes it easier to discern what changes are actually beneficial and also what worked best for a particular track and course conditions
This is as much of the GT Factory Racing team’s custom equipment setup app as we’re allowed to show you
This meticulous and systematic approach helps the team and riders draw firm conclusions on what works and what doesn’t, and also takes out much of the guesswork when it comes to recalling an old setup that felt just right (and why).
Atherton wasn’t quite able to make it four in a row in Windham, though, with Lapierre’s Emmeline Ragot beating her out by 2.89 seconds for the win. Rest assured, however, that Atherton will be once again gunning for the top step on the podium at the next stop in Méribel, France – and that her team will have a good idea on how to set her bike up to get there.
