Suspension

Technology

Technical

Characteristic

My Opinion

Notes

Single pivot

The rear wheel is located at the same axle as the rotating main pivot, i.e. the rear wheel is at the chain stay.  It normally has a connecting pivot at the seat stay.  Due to this, the rear movement is in arcing path, not vertical path.  Hence, at different rear cog and front cog, there will be braking and "bob" effects.

However, there are several manufacturer that re-locate the main pivot strategically around the bottom bracket.  This make the arcing path larger, hence for a small amount of suspension travel, it will travel in vertical path.

Some examples model (XC and trail) are Kona Kikapu, Kona Coiler, KHS XC504, Giant VT, Trek Fuel EX,

I tried Kona Kikapu and Trek Fuel EX.

Climbing: At the smallest front ring and largest rear cog, both Kikapu and Fuel EX tend to "bob".  The Fuel EX "bob" more than the Kikapu.  On the Fuel EX, it has lockout Rockshox MC 3R which I utilised to stop the "bob".

Descending: I feel like having a hardtail.  Braking the rear brake while descending lock the suspension a little.  I saw someone being kicked of the bike after the rear suspension lockout due to rear braking!  I also experienced a lot of chain jump during fast and steep descending. 

Sprinting: In the smallest and middle front rings, both exhibited "bob" effect.  However, I used the lockout feature on the Trek Fuel EX to accelerate.

I also tested Merida Mission (LRS) full suspension that use the 1:1 rear suspension compression ratio and mounted the brake on the chain stay. 

Climbing: Feel like hardtail, but need the platform type rear shock.  The Merida uses the SPV valve platform.

Descending: Also feel like hardtail, except, it didn't lock the suspension.  I like the Merida LRS.

Sprinting: Both has very little "bob" on the smallest front cog.

Virtual pivot

Virtual pivot employs an extra pivot at the chain stay but put it very near to the bottom bracket.  This create virtual pivot locations far from the bottom bracket, hence effectively creating a very large arc.

However, since the virtual pivot locations are not fixed, there is an interruption in the arc that prevent near vertical path during rear suspension travel.

From technical point of view, the VPP by Santa Cruz and Maestro by Giant are classified under virtual pivot technology.  The difference is in the implementation.

I tried the Santa Cruz Blur LT and Giant Anthem.

Climbing: At the smallest front ring and largest rear cog, both Blur LT and Anthem "bob" like the Ellsworth Truth.

Descending: The suspension keep mull when there is small bumps or drops, especially during braking  When the bumps get bigger or the speed get faster, the suspension reacted accordingly.  Weird!

Sprinting: All have small "bob" on the smallest front ring and largest rear cog.  No "bob" effect at middle and large front ring, but the lack of instant acceleration.

For freeride and downhill, I like the way virtual pivot reaction.  But, not for cross country or trail where you need to feel the ground.

On one of the bike hash, I followed Intense 5.5 (it uses VPP technology) up the hill and observed it descending.  I believed that the suspension reacted as the Santa Cruz Blur LT and Giant Anthem.

Horst-link

The Horst-link in a connecting pivot that is located on the chain stay i.e. same location as the ratating main pivot.  With this arrangement, both pivots are reacting to produce vertical path.

Since the brake is mounted on the same stay i.e. chain stay, with the the rear tyre, braking won't effect the suspension.

The Horst-link is a patented technology to Specialized, hence all Specialized full suspension MTBs utilised it.  Other MTB that use the Horst-link technology are KHS XC904R, Titus Racer-X, Titus Moto-Lite, Norco A-Line, Wheeler Falcon, Turner Nitrous (05), Turner Flux (05) and Turner 5-Spot (05).

I own KHS XC904R and tested Specialized FSRxc and Stumpjumper.  I also ride the Turner Flux (05) and Ellsworth Truth.

Climbing: All climb like a hardtail, except Ellsworth Truth.  The Ellsworth Truth displayed a small "bob" at the smallest front ring and largest rear cog, but very much less than the Kona Kikapu and Trek Fuel EX.

Descending: They all tracked and sticked the ground even while braking.  Hence, steering while sliding is possible, if necessary.  The best descender is the KHS XC904R, as it head angle is slightly relax at 70 degrees.

Sprinting: All have very little "bob" on the smallest front ring and largest rear cog.  A lock out features is needed to challenge hardtail.  No "bob" effect at middle and large front ring.

Findings: After researching on Horst-link and comparing it with Ellsworth Truth rear suspension layout, I think the Ellsworth do not implement true Horst-link features.  This explains the "bob" effect while climbing.

All MTBs I tested use Fox rear shock.

I'm eager to test the Titus Racer-X as it combined the Horst-link and MacPherson technologies. From my understanding, the MacPherson does not have any riding advantage except it offer simplicity in positioning the rear shock.

I'm also want to test the 2006 KHS XC904R as it comes with rear and front lockout simultaneously.

Monolink

The monolink has the rear shock located on the bottom bracket,  It still has the arcing rear wheel except that that arc is very big, hence it exhibit a near vertical path.

Never tried them

Cross country (XC)

Trail

All mountain

Freeride

Description

Normally, divided into 2 sub-categories, Race and Cross country.

Terrain: Usually firm or slightly damped,  Typical track width is 100 cm (app. 3 feet).

Obstacle: Maximum height is 100 cm (4 inches).

Uphill: Maximum of 45 degrees.

Downhill: Maximum of 10 degrees.

Terrain: Combination firm or slightly damped and loose rocks.  Typical track width is 66 cm (app. 2 feet).

Obstacle: Maximum height is 204 cm (8 inches).

Uphill: Maximum of 35 degrees.

Downhill: Maximum of 25 degrees.

Terrain: Combination firm or slightly damped, loose rocks and boulders.  Typical track width is 66 cm (app. 2 feet).

Obstacle: Maximum height is 254 cm (12 inches).

Uphill: Maximum of 15 degrees.

Downhill: Maximum of 35 degrees.

Terrain: Combination firm or slightly damped, loose rocks,  boulders and man-made paths.  Typical track width is 33 cm (app. 1 foot).

Obstacle: Maximum height is 380 cm (15 inches).

Uphill: Maximum of 10 degrees.

Downhill: Maximum of 45 degrees.

Terrain: Combination firm or slightly damped, loose rocks,  boulders and man-made jumps Typical track width is 33 cm (app. 1 foot).

Obstacle: More than 380 cm (15 inches).

Uphill: Maximum of 5 degrees.

Downhill: More than 45 degrees.

Typical bikes

Any hardtail with 60 - 100 cm of front fork travel.

Full suspension:

Front> 60 - 100 cm

Rear> 60 - 100 cm

My personal choices:

Giant XTC Hybrid, Litespeed hardtail,  Specialized Epic, Titus Racer-X

Any hardtail with 80 - 100 cm of front fork travel.

Full suspension:

Front> 80 - 120 cm

Rear> At least 85 cm

My personal choice:

KHS XC904R, Specialized Stumpjumper, Turner Flux (05)

Toughed hardtail with 100 - 135 cm of front fork travel.

Full suspension:

Front> 110 - 150 cm

Rear> At least 120 cm

My personal choice:

Cove hardtail, Turner 5-Spot (05), Giant Reign, KHS AM2000, Santa Cruz Nomad

Hardtail not recommended.

Full suspension:

Front> 130 - 170 cm

Rear> At least 150 cm

My personal choice:

Specialized Demo 8, Norco Six

Hardtail not recommended.

Full suspension:

Front> At least 175 cm

Rear> At least 175 cm

My personal choice:

Specialized Demo 9, Norco A-Line

Ellsworth >

ATLAS™ Technology: Anti-Torsion, Lower forward pivot, Active Suspension technology is Ellsworth’s single-pivot solution for riders seeking legendary Ellsworthian suspension performance, in a simple and affordable design. NEW for 2003, our patented, one-piece, 5-axis CNC-machined Anti-Torsion tube (see inset) ensures flex-free energy transmission between the rear swingarm and main pivot for incredible stiffness, precise tracking and powerful sprinting. Active Suspension provides a smooth, lock-out free ride while sitting, standing, coasting, pedaling and braking. ATLAS is incorporated into the Joker and Isis bikes, and it emulates the feel of ICT so well, it consistently outperforms the rest of the industry’s best four-bar linkage bikes—with an enhanced single-pivot design that could only come from Ellsworth.

Why does ATLAS™ perform so well?

True to our "no compromise" mantra and unlike corner-cutting competitors’ offerings, ATLAS pivots are precisely located on each frame size, ensuring optimized performance for all riders. This attention to detail ensures a carefully-tuned, linearly progressive shock motion ratio for a consistent, compliant ride over any terrain and throughout the complete travel range—for larger or smaller frame sizes. Ellsworth’s "no compromise" Mantra applies to ATLAS single-pivot technology too!

Ellsworth >

ICT™ Technology: Instant Center Tracking™ is internationally patented and quantifiably the most energy-efficient suspension design in the world, period. Internationally acclaimed, ICT four-bar linkage technology provides up to 100% pedal power efficiency by aligning the instant center of the linkage on the chain torque line and continually tracking it throughout the range of travel. What does that mean in layman’s terms? It means ICT allows pedal power to propel the rider forward without power loss, effectively avoiding the common suspension design flaw that divides pedal inputs into a wasteful combination of forward and vertical (jacking or bobbing) motions.

ICT-equipped bikes such as the Dare, Truth, Id and Witness—are legendary for their rare combination of responsive performance and plush suspension that can be found nowhere else. All ICT-equipped bikes feature 12mm pivot axles and oversized bearings for superior pivot stability and lateral stiffness under power. Our commitment to raising the limits of suspension technology, innovation and performance.

Giant >

NO RESONANCE SYSTEM (NRS)

Giant’s No Resonance System (NRS) does what no other system can; cancel out bobbing while still being sensitive to bumps. NRS has been heralded by the cycling press as the best cross country racing design ever built. Now over four years old, it still has no equal.

The NRS system eliminates bobbing by separating pedaling forces from bump forces. Impact forces from the ground compress the shock much like other suspension systems. However, since pedaling forces (torque) cause the shock to extend, NRS performs like a rigid frame when pedaling. Yet, even small bump forces will compress the shock (3.75" travel) and absorb impact.

The key to the NRS design is the relationship between the main pivot and lower link pivot (chainstay pivot). Under torque, the drive line (chain) wants to pull the rear axle in a downward direction. This downward motion pulls on the upper suspension strut (seatstay) and rear point of the rocker arm, in turn forcing the forward point of the rocker upward to extend the shock under pedaling forces. Therefore, all your pedal input reaches the rear wheel for zero power loss.

NRS is different than other suspension systems in that it does not rely on "sag", the compressed state of the shock when a rider is seated on the bike. (Most suspensions have some sag to allow the them to work easily over small bumps and be fully active, but at the expense of power loss.) With NRS, the shock absorber remains at its fully extended position, ready to absorb bumps with its full 3.75-inches of available travel (a suspension that uses sag will have less available travel than its claimed amount due to the shock being compressed under rider weight).

Notions of the image at left:

• 1. Shock set up with No-SAG, is at its "top out" position

• 2. Pivot locations cause input from pedals to create down force at the axle.

• 3. Rocker arm extends the shcok, eliminating bobbing during acceleration.

• 4. Suspension follows terrain activated by the slightest bump.

An additional benefit of the NRS no-sag set-up is that the suspension is not altered by the effect of the rider’s weight, nor does the bike's handling characteristics change under braking. For example, when you sit on a bicycle with rear suspension that relies on sag, the front triangle of the bike pivots so that the bottom bracket moves down toward the ground. This change in attitude under sag lowers the bottom bracket and lessens the head and seat angles. Under braking, the rider's weight is transferred to the front of the bike, which unweights the rear of the bike, causing the suspension to return to its unweighted geometry. This can create unwanted handling traits in corners or during straight line braking. When properly set up, NRS is immune to this characteristic.

DATA ACQUISITION INFORMATION
While Giant has always respected input from its riders and racers, we have long suspected that rider impressions don’t tell the whole story. This was why we developed a data acquisition system that helped us retrieve raw data to support the performance of the NRS system.

Many riders feel that weight is the only measurable statistic when it comes to performance, i.e., the less weight, the faster you go. However, studies have shown that a bicycle with suspension, while heavier than a bike without suspension, allows the rider to work more efficiently and therefore use less energy. Suspension also allows a rider to go faster over rough terrain. Our data acquisition shows this to be the case as well. When ridden over the same course, the Giant NRS was substantially faster than the lighter Giant hardtail, and the rider expended less energy.

Early test results during an 8-minute cross-country race (5 min. uphill, 3 min. down) showed the average maximum speed for the Giant NRS to be 2-4 km/h (1-2 mph) faster than for an already fast Giant MCM carbon composite hardtail. Even more impressive, the time gained on the downhill section was approximately seven seconds.

Further tests between the XTC NRS and Giant’s best hardtail showed an average gain of 20 seconds per lap on the Sydney World Cup course. What is particularly interesting is that throughout these tests, the rider’s heartbeat was significantly lower than on the hardtail.

NOTE:
To acquire this data, all vital functions of the bike were monitored, including pedaling cadence, impacts to the front and rear suspension, vibrations at handlebar and saddle, speed, distance and rider’s heart rate.
 

Giant >

Maestro Suspension - Technical Information

The Maestro suspension gives you the five factor advantage:

1. NO POWER LOSS

Strategically positioned pivot points create a floating axis, or floating pivot point, that increases pedal efficiency by counteracting pedaling forces that would otherwise create suspension compression.

2. LINEAR RISING RATE

Maestro isn't entirely reliant on shock technology like soms suspension systems. In fact, the linear spring curve (or rising rate) created by our floating pivot point enables our bikes to be even more sensitive to small bump forces while pedaling and braking than those systems entirely reliant on the latest shock technology. It also allows for maximum shock compression without the harsh ramp up because our floating pivot point's ability to control smooth and consistent motion throughout the full range of suspension travel. Together you get all the suspension travel you need with no loss in acceleration power.

3. NO BRAKING INFLUENCE

At the same time maestro suspension has increased sensitivity even under harsh braking so there's no loss in braking power. The instant rotation center is positioned on the direction of the brake-induced force. This separates the suspension from braking influences. Even if the wheel is blocked, the suspension still works and guarantees full control downhill.

4. NO PEDAL KICKBACK

Through the trapezoid rear triangle system, the distance for the chain, the chainlength will always kept the same. This provides optimum riding effeciency, because in that way, pedal-bob is avoided.

5. BEST TRACTION

Traction is a matter of bringing the power to the ground and how it can be controlled. The Maestro system finds the optimum of all factors, Maestro gives you everything you'd want from a high performance dual suspension bike without sacrificing any ride characteristics. No matter what the terrain is like. The first no compromise suspension system.

Merida >

MERIDA : LOW RATIO SUSPENSION (LRS)

Light, long travel, easy to maintain, simple to tune, zero ‘bob’ when climbing or sprinting, mess up the handling or make the bike hard to carry. We gave you LRS, the answer to your prayers.

 

Working closely with German MTB meisters Centurion and Bergwerk, we’ve created the perfect bike for cross-country riders with our revolutionary Low Ratio Suspension (LRS) system, featuring: Highly responsive, long travel, low pressure suspension, less ‘bob’, simple set up, low maintenance and reduced shock and frame fatigue.

Enough blurb, what does it do? ‘Low Ratio Suspension’ means the relationship (ratio) between the wheel travel and the shock stroke is the same (1:1). If the rear wheel moves 2cm, the LRS shock shaft is driven 2cm. ‘High ratio’designs, between 2:1 and 3.5:1. require higher shock pressure, giving poor performance and excessive force on the frame, reducing the life expectancy of both.

I-Link (The intelligent linkage)

The LRS shock is attached rear of the seat tube by the pivoting I-Link and maintains a static relationship to the frame, isolating it from pedaling or body input, reacting only the bumps in the ground and freeing it from destructive bending and twisting forces.

The advantages of Merida LRS frame:

1.      Conventional ‘double diamond’ frame layout makes the bike easy to shoulder.

2.      Twin bottle cage mounts in the traditional seat and down tube positions.

3.      Full insertion of the seat post is possible.

4.      High resistance to lateral and torque forces.

5.      Low weight (66 prolite alloy version is less than 2400g w/o shock), the Mission Carbon has just 2.050 grams of weight without shock).

6.      The Mission XC-series offers 90mm of travel, the All-Mountain Trans- Mission series 120mm of 100% effective rear-wheel travel.

7.      Spherical bearings inside the shock eliminate all lateral forces from the shock

Santa Cruz >

VIRTUAL PIVOT POINT (VPP) LINKAGE:

VPP suspension designs balance different forces to eliminate unwanted compression without limiting bump absorption. The downward force on your pedals pushes most full suspension bikes down, resulting in unwanted suspension compression. VPP bikes use a patented link configuration and axle path to apply some of the pulling force from the chain to counteract that motion caused by pedaling.
Because the forces are balanced, VPP bikes remain able to absorb bumps when pedaling, unlike other designs that effectively lock out the rear suspension by applying too much chain pulling force. What you end up with is plush travel with no pedal-induced compression or lockout and no need for manual lockouts or other compromises.

VPP Sag and Active Suspension:
VPP's balance of counteracting pedaling and bump forces is optimized at the recommended "sag" point. Sag is the amount the suspension compresses when the rider is in a neutral position. For example, when sitting on the bike at rest or riding on smooth terrain. This point is about 1/4 to 1/3 of the way into the suspension travel.
VPP bikes are designed to be ridden with sufficient sag to provide truly active suspension, meaning the suspension compresses (positive travel) and extends (negative travel) with rises and dips in the trail. A VPP owner rides in a suspended "pocket" with ample positive and negative travel available to maintain traction and momentum in all trail conditions, even while pedaling.

VPP Shock Rates:
Shock rate plays a huge part in any suspension frame design. Shock rate refers to how much the shock compresses for a given amount of rear wheel travel. A "falling rate" design is harder to compress at the beginning of the travel than at the end of the travel. A "rising rate" design is the opposite, easier to compress at the beginning than at the end. By experimenting with hundreds of different pivot placements and linkage designs, our engineers tune the shock rates on VPP bikes to both rise and fall at different points throughout the suspension travel, tailoring the attitude of the bike for different conditions and uses and maximizing the benefits of the VPP linkage and axle path. It takes a long time but it shows in the performance of each bike.

Frame Construction:
A great suspension design by itself is not enough to make a great bike. To realize the potential of VPP technology, every frame is carefully engineered without compromise in materials or construction methods. We start with custom tubesets made from the strongest and lightest aluminum alloys available. Then we use a variety of advanced design and construction techniques, including custom part design, strategic gusseting, modified weld bead profile and shot-peening. Prototypes undergo rigorous laboratory and real-world testing. Each frame is analyzed for high-stress areas when pushed to the limit. Geometry is tested, tweaked, and tested again. Every part of every frame receives an obsessive amount of attention to minimize weight, maximize strength, durability, and serviceability. We've designed custom double-row angular-contact full-complement bearings that are lighter and stronger than anything else out there. The shocks that come on our frames are valved specifically for each model to make the ride quality that much better. We don't spend our time writing frivolous patents or coming up with silly acronyms for the innovations we employ.

Tomac >

Eli Suspension

The new Eli full-suspension frame represents the next generation of Tomac suspension and gives mountain bike enthusiasts three very different bikes all wrapped in one exciting package. Whether you adjust the travel for 4", 4.75", or even 5.50" in the rear, the Eli automatically adapts to position the SPV shock perfectly for each mode. It does so by the use of a rocker and sub-link assembly unique to Tomac. The result is the smoothest, most consistent travel imaginable when active and a completely stable platform when climbing. No wasted energy and all the plushness you deserve, especially for those all-day epics.

THE SPV 4-WAY ADJUST REAR SHOCK WAS CHOSEN FOR ITS STABLE PLATFORM PERFORMANCE AND WORKS BIKE TUNABILITY

A   4.0" [ 102mm ] of rear wheel travel
B    4.75" [ 121mm ] of rear wheel travel
C    5.5" [ 140mm ] of rear wheel travel

In order to achieve optimal suspension performance, riders wanting to change travel modes must change both shock mounts.

The sealed ball bearings throughout the Eli's suspension system are virtually maintenence free and add stiffness to the design.

The direct vertical path of the rear wheel travel as shown in the two drawings demonstrates the "0 Effect" that the Eli swing-link suspension has on the bike's drive train during compression and vice versa. This is effective in all three travel options.

The sub-link attaches the super stiff swing arm to the rocker system and enables the rear end to have bomb-proof stiffness.

Most multi-travel bikes are designed for one mode and make compromises in suspension performance to achieve different lengths of travel. The Eli swing-link technology with perfectly located shock mount positions delivers optimal suspension performance in all three travel modes.

Tomac >

Revolver Suspension

The Revolver benefits from having an amazingly low center of gravity which makes it handle like a dream and it has proven itself to be one of the lightest and fastest cross-country rigs available. Now with the advantage of Manitou SPV, you can hammer the climbs with abandon with all your horsepower turning into forward motion. If you race and you haven't tried the Revolver, you're obviously still bringing a knife to a gunfight. Hence the name.

THE MANITOU SPV 3-WAY ADJUST REAR SHOCK DELIVERS AN ADJUSTABLE STABLE PLATFORM FUNCTION WITH TUNABLE SUSPENSION PERFORMANCE

The mini-rocker linkage system and CNC-machined yolks effectively tie the front triangle to the rear swingarm and create an ultra-stiff bond that virtually eliminates any and all side-loading of the rear shock. The result- a very responsive, fully-active rear end that works in all conditions and allows the frame to go where you point it.

The direct vertical path of the rear wheel travel as shown in the two drawings demonstrates the near zero effect that the Revolver suspension system has on the bike's drive train and vice versa.

The sealed ball bearings in the swing arm pivots are virtually maintenance free and add stiffness to the design.

Doug's brilliant pivot location helps prevent chain tension from having negative effect on the suspension performance. The square chainstays and the CNC-machined yolks and dropouts provide incredibly smooth power transfer to the bottom half of the

Marin >

 QUAD-LINK SUSPENSION SYSTEM

INSTANTANEOUS PIVOT CENTER
The Instantaneous Pivot Center (IPC) and its movement during the suspension travel determines the suspension characteristics of the bike and, therefore, how it responds to terrain and rider input. Our intelligent system constantly adjusts its IPC. Wherever the suspension is in its travel the IPC is in the optimum position, providing maximum performance and pedalling efficiency.

INTELLIGENT WHEEL TO SHOCK RATIO
Most suspension bikes drive the shock off a rotating linkage with a fixed pivot center. This has the effect of making the shock movement proportional to the wheel movement throughout the travel. With the Quad-Link system the shock is driven directly off the swingarm. This allows us to tune our shock to move proportionally less early in the travel, making the suspension incredibly sensitive. As the swingarm compresses the wheel to shock ratio decreases, preventing the bike from blowing through its travel.

QUICK LINKS
Shorter links are faster to react, lighter and considerably stiffer. Our links are only 35mm long. The high speed at which the links can move allows rapid controlled shifts in the IPC. Additionally, the links are outside the wheel circumfrence, allowing allowing us to anchor them to the frame in two places; on the seat tube and down tube. This is a considerably stiffer method of construction than having links connected to each other with small bolts inside the wheel circumfrence.

PIVOT BEARINGS
We only use Full Compliment radial bearings in the suspension pivots. These bearings are designed specifically for high load, low rotation speed applications - rather than the more commonly used wheel bearings which are designed to work effectively only when they are spinning at a high speed. All our pivot bearings are double sealed with a viscous Molycote grease which keeps out grit and grime. This unique bearing system will give a lifetime of super plush, stiction free performance.

INTELLIGENT WHEEL PATH
By allowing the wheel to move backwards early in its travel, the QUAD-Link system’s ability to respond to square edged bumps is unparalleled. Even the smallest bump activates the suspension, keeping the wheel in constant contact with the ground and improving traction. About one-third of the way through the travel, the wheel’s arc returns toward the bottom bracket, optimizing chaingrowth and virtually eliminating pedal induced feedback.

CHAINGROWTH
Chaingrowth occurs when the distance between the center of the bottom bracket and the center of the rear wheel increases during rear suspension movement. Too little chaingrowth will make the suspension bob and cause the wheel to lose traction. Too much chaingrowth will cause the bike to rise on every pedal stroke and transfer the shock of any big bumps through the transmission to the rider – this is known as pedal feedback. The Marin QUAD-Link system has been designed to optimize chaingrowth for maximum efficiency throughout the suspension travel, generating enough early on in its travel to pull the wheel into the ground and providing fantastic traction over small to medium bumps. Further through its travel, the QUAD-Link’s chaingrowth gradually reduces to zero: virtually eliminating pedal feedback.

MONOCOQUE CONSTRUCTION
Simply symmetrical. Following our straightforward approach of form follows function, the QUAD-Link system has clean, symmetrical lines. No unsightly braces or complex, bolt-on devices. The totally balanced, symmetrical monocoque assembly gives uncompromised handling.