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The most obvious feature of our Trifecta suspension system is the high pivot point and the resulting rearward axle path. Unlike some other designs that talk of a rearward portion to their axle path, the height of our main pivot within the frame structure means our axle path takes a completely rearward trajectory throughout its travel (fig A). This rearward motion allows the rear wheel to move with, not against, any size of impact. This in turn allows the bike to maintain its momentum through rough terrain. The lengthening of the rear-center during compression also exhibits the advantageous trait of stabilizing the chassis during bigger impacts. Imagine a weight bias that is playful when high in the travel but inherently more composed when you need it the most; that’s what a high pivot can bring to your trail riding experience. Anti-rise is a term often discussed and often misunderstood; it is the term used to describe the effect braking has on the suspension system. Significant anti-rise used to be seen as a negative trait. However, as our understanding of chassis dynamics has improved, and more importantly as our riding styles have evolved, it is now seen as a useful aspect that can be used to further tune the ride handling of the bike. The level of anti-rise in our system (fig B) helps counteract the inevitable fork dive associated with the heavy braking loads often encountered with modern, aggressive trail riding. This results in a more consistent chassis stability under these heavy braking situations.

Fig. A

Fig. B


The beating heart of our Trifecta suspension system, the Rate Control Linkage, is used to manipulate the leverage rate as the suspension compresses. In recent times we have seen a somewhat all-encompassing search for more progressivity. This is an understandable by-product of modern mountain biking. It stands to reason that as trail speeds increase and impacts become larger, the need for more mid stroke support and end stroke resistance is ever present. However, the compromise to this is that with too much progression the suspension system’s ability to absorb impacts can be negatively affected. By employing relatively small links that see a dramatic change in velocity, we can independently tune the critical stages of the shock’s compression (fig C). Supple off the top, our goal for the Druid’s mid stroke was to provide adequate support when pushed on, yet remain open enough to absorb repetitive hits with no harshness. The end stroke sees a further increase in the rate of change and is all about that bottom out resistance required to absorb the big hits and landings that come out of nowhere. The final result is a mid-travel trail bike that can outperform bikes with significantly more millimetres on their spec sheet. A bike that seems to generate grip and pop almost simultaneously while offering an unworldly ability to absorb the big hits. Don’t just take our word on this, read the reviews.

Fig. C


The size and position of our idler pulley is critical in giving the Druid its efficient pedaling ability. By carefully positioning the pulley, offset from the main pivot, we were able to fine tune the Anti-Squat characteristics. The Druid exhibits what we have determined to be the ideal amount of Anti-Squat at sag to deliver a very stable pedaling response (fig D). Unlike traditional, non-idler equipped, designs we can achieve these levels of Anti-Squat with virtually no pedal kick back (fig E). This means the suspension remains fully active during pedaling efforts and in turn affords the Druid perfect traction on technical climbs.

Fig. D

Fig. E

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