It all started around 2012 with the legendary Double Dragon RIP. Even then, the frame knew in its first version to convince and was much discussed in forums and on races. Now, about 10 years and several evolutionary stages later, the frame comes with many changes and even more attention to detail. For the whole story of the RIP and its developer, here is a story: History of RIP.
But now to the facts: The RIP was developed as a thoroughbred DH race bike and its capabilities are uncompromisingly designed for chasing seconds between the tape. With the RIP, the developer Matthias Reichmann realizes his own idea and his demands on a DH bike and lets his years of experience as a racer in national and international championships flow into the development.
We are sending the RIP into the next evolutionary stage. After the RIP IV now follows the further refined RIP V. As the naming already suggests, the bike builds on its predecessor RIP IV. Numerous detail improvements adorn the RIP V: For example, the bearing incl. the axles was completely revised. The additional shock linkage, which has been available since the RIP III, has been implemented in a less complicated way, so that the progression can now be adjusted from the outside without dismantling any parts. The rear swingarm gets a redesign to eliminate previously existing stress peaks and at the same time increase the torsional stiffness.
- Material: frame aluminum: 7020, linkages: aluminum 7075, screws and partially axles: titanium
- Suspension travel: 200 mm (front) / 200/208 mm (rear)
- Rear suspension: Short Link Four-Bar
- Wheel size: full 29“ or Mullet
- Special Features: Adjustable progression, adjustable chainstay length, adjustable fork offset (via Virtual Pivot Headset).
- Frame sizes 450, 470, 500 (reach values)
The design of the rear triangle end was further refined to achieve a more uniform stress distribution and thus to be able to design the rear end lighter, stiffer and more durable.
As with the predecessor, a 150/12 mm rear wheel is installed. The dropouts and the brake mount are bolted to the frame and are adjustable and replaceable.
In contrast to the predecessor, where the progression could be adjusted via the Ratio Control Link, an axis is now used that can be moved up or down via a guide.
Both progressive and linear suspension designs each have advantages and disadvantages. We are one of the few manufacturers that combine the advantages of both concepts with an S-shaped ratio curve. Thus, on the RIP, the beginning and end of the suspension travel are strongly progressive, while the middle range is linear. A special feature of the RIP is the adjustable progression – the last quarter of the spring travel, the end progression, can be adjusted continuously from the outside.
The progression at the beginning of the travel ensures that the ratio is considerably higher in its deflected state than in its static position (=loaded with the rider’s weight). The lower ratio in the static position results in good mid-stroke support and dynamic handling. It also gives the option to play with the spring rate without overly affecting the negative spring travel. The now lowered progression (=in this case a change in the kinematic ratio) results in a chassis that still releases suspension travel despite its good riding dynamics. In addition, a more constant natural frequency is achieved, which gives the chassis a good-natured, controllable character and at the same time facilitates shock tuning. Too much “linearity” would now, however, have the disadvantage that the travel goes into the bottomless pit and at some point bottoms out hard. Therefore, the RIP has a relatively strong end progression. How strong this should turn out, is track-dependent, riding style-dependent and certainly also a matter of taste. Therefore, the RIP offers the option to adjust it.
On the hotly contested and discussed topic of anti-squat and anti-rise, it should be said that these values can never be absolute values, especially on a bicycle. Reason: They are extremely dependent on the center of gravity height. And this is different for EVERY rider, depends on body size, rider weight and riding position. Strictly speaking, these values are also dependent on the wheelbase, which would mean that the kinematics would have to be adjusted for each frame size. Therefore, experience values are also extremely important factors. The RIP has always been adjusted only mimimalst over the years, to achieve the optimum for the wider standard layer of riders. For Matthas Reichmann, the optimum for the anti-squat is well over 100% in the static position, while the anti-rise should be below 100%.
Using the example of anti-rise, 100 % means the following: When braking, the braking force multiplied by the center of gravity height produces a pitching moment, which leads to a dynamic wheel load change. Less at the rear, more at the front. This means that the rear wheel suspension is decompressed while the front wheel suspension is compressed. If the rear end is now to be held in its static position despite the reduced wheel contact force, a counteracting moment must be introduced mechanically, for example, which virtually compresses the rear end. At 100%, the rear end would remain in its static position. At more than 100% anti-rise, the rear end would compress despite the reduced wheel contact force due to the dynamic wheel load shift, i.e. lose contact with the ground – this effect then leads to the familiar “brake stamping”, which is a problem especially with single-jointed bikes with a high pivot point. At 0% anti-rise, the rear end would deflect unhindered. The brake would be virtually decoupled. According to Reichmann, the ideal value for anti-rise is about 70 to 80% in the static position.
Anti-Squat works the same way, only reversed in sign, and just when accelerating instead of braking. Since the acceleration is much lower during acceleration than during braking, the riding force here is the chain tension.
Wheel size: With the help of different linkages, the wheel size of the rear wheel can be compensated. Thus, the use of a 27.5 “or 29 “rear wheel is possible without changing the geometry.
Progression: The progression of the rear suspension can be adjusted.
Chainstay length: The dropout of the RIP V has three positions for the rear wheel axle. This allows the chainstay length to be adjusted to 447, 457 or 467 mm depending on the track and personal preferences.
Fork offset: The rider has the option to increase or decrease the offset of the suspension fork and additionally the effective reach by 4 mm. Thus, the steering behavior can be adapted to their own needs or to an existing suspension fork. This worldwide unique adjustment option is due to the patented headset “Virtual Pivot Headset”.
|recommended travel fork||200 mm|
|bottom bracket||BSA 83 mm|
|head tube||ZS 56 / ZS 56|
|shock length / shock stroke||241 / 76 mm|
|shock installation width front||22 mm|
|shock installation width rear||22 mm|
|rear brake mount||IS 2000|
|max Ø brake disc||230 mm|
|inner-Ø seat tube||30.9 mm|
|outer-Ø seat tube||34.9 mm|
|max tyre width||2,6“ / 70 mm|
|wheel size||29“/29“ or 29“/27,5“|
|installation width rear wheel||150 x 12 mm|
|Reach||450 mm||470 mm||500 mm|
|Stack||636 mm||636 mm||636 mm|
|chainstay length||447 – 457 – 467 mm||447 – 457 – 467 mm||447 – 457 – 467 mm|
|seat tube length||380 mm||380 mm||380 mm|
|wheelbase||1290 mm||1310 mm||1340 mm|
|BB Drop||-32 mm||-32 mm||-32 mm|
|travel||200 mm / 208 mm||200 mm / 208 mm||200 mm / 208 mm|