G1 Concept – Design Process

Four years ago Chris Porter from GeoMetron Bikes/Mojo approached NICOLAI bikes in Germany with a very specific idea for mountain bike geometry in his mind. That was the beginning of a very fruitful collaboration which culminated in the creation of the current GEOMETRON G16 and its siblings the G13 and G15 trail bikes.


Fields of expertise

It became clear quite early on in the G1 design project that we had to team up with other specialists in the field to come up with the next step in bicycle design instead of everyone working on new ideas on their own. This partnership is based on sharing ideas as well as design and engineering expertise and so we are proud to present the G1 as the latest result of this collaborative effort.

Figure 1- Everything from the rear dropouts forward has changed.

NICOLAI are the European specialist when it comes to aluminium frame production. Nicolai have 25 years of bike frame building experience and have a fully equipped up to date CNC production facility in Germany. The range of experience, expertise, machining capabilities, welding and design capabilities in house are un-paralleled.

 EXT are the Italian hydraulic and suspension specialists. Based in Vicenza in Northern Italy, EXT have longstanding experience in suspension technology on motorized vehicles incl. F1, World Rally Championship, World Touring Cars and ATV’s. Similar to the NICOLAI setup, EXT produce everything in situ in their HQ to better keep tabs on quality control and simple repeatability of damping levels and performance.

We at GEOMETRON bikes are specialists in analysing and improving the dynamic behaviour of bicycles focussing on the inter-relationships between the geometry and the suspension design. We moved into our new premises in Monmouth, South Wales, at the end of 2017 and in the same move we extended our R&D capabilities. We are now able to do the complete 3D frame design in house starting with 2D geometry drawings, linkage analysis up to a full manufacturing documentation.


Where do you start to make improvements to an existing bike?

Just as with any other engineering projects you start by listing things that could be improved based on your own experience with the product, testing days with customers and long- term customer feedback.

When we ask ourselves, from a customer perspective: what should a new bike bring to the table in order to get us hooked and make us want to invest in a new frame – it clearly needs features that stand out. A new colour or a new cable routing alone just isn’t enough.

A blank sheet of paper is always a daunting start point, but when you already have 4 years of experience with the GEOMETRON geometry and Nicolai strength and stiffness there are certain things that you are very happy with and you want to carry over.


Theory vs reality – up vs down

It all started with a couple of ideas we played around with in our Monmouth office, 2D geometry sketches in our Solidworks CAD system and some ‘artistic’ drawings on our whiteboard.

Once initial ideas were unleashed, the next step was to go back to riding bikes to analyse the behaviour of the ‘actual’ bike during pedalling. We had to check our previous pedalling behaviour analysis and findings from 4 years ago because of the ongoing development of new, wide range drivetrain systems and a shift in rider behaviour (in part driven by more capable bikes) to more natural, steeper terrain. Theoretical analysis of the linkage curve through the range of travel was also a big part since we were about to team up with EXT to develop a new shock for the bike.

Figure 2 – XL G15, 320mm BB, 125 RWT.

Figure 3 – G16 XXL (1365mm)

A big topic that always came up during our meetings, aka ‘lunch laps’ was the steering behaviour and the ‘dynamic balance’ of the bike and the factors that played a role in defining it (e.g. head angle, fork offset, BB height, wheel size, suspension spring and damping settings). The dynamic analysis of a bicycle is usually based on abstract 2D models with an ‘assumed’ rider CofG, the anti-squat theory (which describes the influence of the drive train forces on the suspension) is a good example of this and shows how malleable that anti squat number can be. Justifiably so because the rider’s CofG is actually move-able, but given adjustments to bar, stem, saddle and suspension also, it’s clearly not really a precise science.

Whilst for our anti-squat analysis it is accurate to compare frames with a similar design like the NICOLAI G13, G15 and the GEOMETRON G16, this only works because we can back up the theoretical knowledge with real life testing and experience on various prototypes with different pivot locations and drive train setups (adding as much ‘craft’ as science to the analysis process). Literally hundreds of hours hard graft riding different types of climbs with different types of anti-squat set-ups and checking the effect of those changes on the bikes handling elsewhere in flat turns and steep turns.

So with rider position, riding style, trail choice and settings having such a big influence on the anti-squat numbers, to develop the bikes further it is almost inevitable to not only come up with a personalized suspension setup but a personalized anti squat setup as well. Some people like the rear end to compress a tiny bit on technical climbs just to track the ground and lift the rear wheel over obstacles. Some have very different requirements and need a stiff pedalling bike for long fire road climbs. ADJUSTABILITY is key to achieve this on a customer by customer basis.

Enough about uphill pedalling…we very much like our descents but with the theoretical model of steering behaviour we got ourselves in a bit of a pickle. When you lean the bike over for a turn or counter steer from upright to initiate a turn, the whole 2D world we use to map geometry just falls into pieces. It is a big achievement to describe the behaviour of a bicycle in a 3D world and even much richer motorbike companies with their highly paid and highly skilled staff are struggling with that. For those guys real world testing is still the key to making a 2 wheeled vehicle that is easy to handle and not one that has to be wrestled into a turn. On a bicycle off-road riding with your mates in the woods there’s not a single highly theoretical multibody math model or a mobile phone app that can keep up!

Figure 4 – Simplified Stress Analysis, Conducted to reduce stress concentration locations during design. Used as an engineering design tool, not to replace real life loading during riding.

With all that in mind we started to try even more extreme or more conventional geometries on our G13, G15 and G16 production bikes this year with the help of angle adjust headsets, offset bushings and different length swing arms. The current G1 geometry was always the base we came back to. We always like the steering behaviour, we like the handling over rough ground and with some familiarisation and the right timing, the bike can be very playful.

The basic GEOMETRON geometry hasn’t changed a lot over the past 4 years. That includes the head angle, the BB height, the reach and the linkage characteristics like the outline anti squat values, the wheel path and the linkage ratio – basically the vital dimensions that define the behaviour of the bike. The top tube is lower than before, thanks to the availability of 185mm dropper posts. The chain stay length was always closely connected to the front centre length in our GEOMETRON geometry. That means that the longer the front centre (FC), the longer the chain stay length (CS) needs to be in order to keep a similar FC/CS ratio and similar front/rear weight bias throughout the different frame sizes. New for the 2019 model is that the seat angle changes with the frame size. So the horizontal “butt to rear axle distance” seated with an extended seatpost, is about the same for a rider on a small bike and a XL rider on a XL bike. Both riders now have the same starting point to tackle technical climbs without lifting the front wheel.

As an illustration of the range of settings we tried in those three G13, 15 and 16 bikes we tried from 320mm bb height all the way up to 355mm in 2 or 3mm increments. We tried 125mm travel up to 175mm travel. We used 27.5 wheels, 29 wheels and hybrid setups and we had a range of head angles from sub 60° to 65°. We achieved different ‘seat angles’ by chopping up seat clamps to try steeper and slacker versions of production angles (10mm forward or back on the seat rails is almost equivalent to 1° at the seat tube). We tried stem lengths from 25mm to 40mm and chainring sizes from 28T to 34T mated to cassettes ranging 10-50T to11-40T.

Again, the need for maximum ADJUSTABILITY of the individual geometry values is the key lesson we learned from our time on the descents.


Suspension, stiction, damping and travel range

After testing the variations on the trails in South Wales, we sat down and started drawing the production version of the G1. In a tight collaboration with NICOLAI we sent 3D CAD models of shock levers, shock mounts, frame gussets and swing arm parts back and forth until we were happy with the function and Nicolai with the machinability.


Figure 5 – G1 Shock Lever, EXT Storia V3 G1, New Seat stay Mutators.

Figure 6 – G1 Shock Lever, EXT Storia V3 G1, New Seat stay Mutators.

So now onto the things were we are seeing the biggest performance improvements: Compared to the G16 and G15 frames the family genes are very obvious – like linkage design and general frame appearance. From a technical and performance point of view the development around the rear shock holds the biggest improvement compared to its older siblings.

The collaboration with EXT earlier in the year was the most important factor to make this happen. Thanks to them we were able to design a frame and a coil shock as a unit. We asked EXT at the beginning of the year if they could implement a couple of our wish list of ideas we collected over the past years. Up until that point none of the big suspension companies were able to implement the ideas into a small scale production run of a rear shock. To our surprise it didn’t even take EXT a day to reply with positive feedback that they are definitely on board. With all the technology we intended to squeeze into the shock we couldn’t avoid the move to the metric 230mm length. Who remembers the press release a couple of years back that stated “New metric shock sizing makes room for big improvements in shock technology”?

Figure 7 – G1 Shock Lever, EXT Storia V3 G1, New Seat stay Mutators.

Well, thanks for that! We are actually using the metric standard now according to what the initial idea behind the metric sizing was – to increase the available space in the shock to implement new damping solutions. We worked closely with EXT and tested the G1 prototypes in Italy, Spain, the UK and Germany in order to bring the progressive linkage ratio and the damping tune together as a package. There is some really exciting technology packed into that shock but to do it justice, it will get its own separate blog post to explain everything in detail.

Figure 8- Storia V3 G1.

One bike stable? Finally?

Another point very high on our priority list was the ability to adjust the frame to different wheel sizes, adjust the geometry (like BB height, head angle etc.) and change the amount of rear wheel travel. The travel range we were aiming for with the 230x65mm shock is 160mm – 175mm. There can be multiple reasons for changing the wheel size. You could set up the G1 as your UK trail centre 29er bike throughout the year and for your annual trip to Morzine you pop on a beefy triple clamp fork and 27.5 wheels and switch to the long travel setting for example. We can reduce the travel even further via shock stroke reducers to bring it down to a minimum of 140mm.

Figure 9 – Shock Clearance Check, G1- Long

We always encourage our customers to come around and do a test ride on the bike. During those test sessions, we make adjustments to the suspension components and basically try to set up the rider as comfortable as possible on the Geometron. Even micro adjustments like setting up the BB height just 3mm higher have now become very easy with the new frame options.


With some very good results during the initial riding test, more ideas were added to the list of requirements. The cable routing was a requirement that we worked on because of customer feedback. The majority of our customers didn’t want internal cable routing at all, least of all for the brake hose and the shifting cable. For the ease of maintenance and for a quick hassle free swap in a bike shop or at a race, the brake hose and the shifter cable are routed completely on the outside of the frame. That means you can take off the brake without opening the brake circuit. The cables are clamped between two small CNC machined clamps and the cable doesn’t touch the frame tube at all. So even if the frame is really muddy and gritty the cable won’t wear through the coating or the actual frame material.

Figure 10 – G1 Cable Routing

So there you have a brief rundown of our design process! Hope you like the result!

So overall, what changed and why?

-To achieve the design aims of performance and adaptability whilst offering increased strength and simplicity we changed a lot of things! In fact, each component from the rear dropouts forwards has changed.

-The outline silhouette of the bike retains the Nicolai/GEOMETRON family values so much that it is easy to miss the scale of the changes…

-Head tubes: largest sizes have smaller head tubes than before to allow a lower bar for some more aggressive riders. XXL frame size from 170mm to 150mm

-Seat tubes: lower seat tubes to reflect availability of longer dropper posts.

-Top tubes: lower standover height due to lower seat tube

-Down tube: Bigger stronger downtube to accommodate DH forks as an option, no holes drilled on the high stress centre line. Holes = the weakest point…

-ISCG tabs: we moved the ISCG tabs out to meet the new Boost chainring standard so we don’t have to use loads of washers!

-Swingarm yoke: wider bearing spacing for more strength, stiffness and longevity and to accommodate different wheel sizes.

-Seat stay mutators: To allow simple wide range adjustment of seat stay length to accommodate all of the geometry options necessary for wheel sizes, travel options and individual rider adjustments

-Linkage rocker: re-designed to allow two different shock mount positions for 160 and 175mm rear travel and to accommodate EXT bespoke shock with Spherical bearings

-Cable routing: new bolt on cable clamps designed to keep cable away from frame and eliminate the need for dismantling brake hoses for assembly, maintenance or last minute race prep swapping! Internal seatpost cable routing means we still need one internal cable, but we have an internal feature to make threading the internal cable easy and we put the exit in the same place as the cable clamp at the head tube. See also no holes drilled in downtube.



Please check our Blog over the coming weeks. We will get more into detail like the technology that is hidden inside the EXT V3 shock or our personal test setups we tried over past couple of months.


Figure 1/7/8 provided by Alex Luise

Figure 2 provided by Sandy Plenty


Finally finished ! After one year of work and much testing and optimization we are very proud to present our new Enduro Bike named G1. It’s a completely new design for the frame which is now modular and can be mounted with 27.5 or 29 inch wheels or as Hybrid 29 front 27.5 rear. The adjustment is done via the headset and different bolt-in elements which we call mutators. The round tubes made of high-strength 7020 aluminium underline the spartan, purist look. The thicker down tube paired with a lower top tube provides an aggressive look and more rider space and standover. Today we have achieved more safety, traction and speed in all situations thanks to the GEOMETRON geometry. With the new, bespoke EXT Storia V3 damper the suspension reaches a new dimension.

All in all, the bike has an unrivalled and incomparably good riding performance.

The reason lies in the sum of all the (big) small details, which we would now like to explain further:


Modell : G1-27; G1-29

The new Nicolai G1 and its suspension is the result of co-operation between the manufacturer NICOLAI and two other European specialists, EXTREME Racing Shox and GEOMETRON bikes…

Italian company EXT are known worldwide in professional racing and motorsports for their high performance suspension (www.extremeshox.com) and our friend and partner Chris Porter (www.geometronbikes.co.uk) is recognised for creating and being at the forefront of the current trends in geometry and kinematics.

Behind locked doors these two companies have worked together for over a year to produce a completely bespoke shock absorber and suspension system for the new Nicolai G1. We think that if you want to own the best mtb enduro suspension in the world you should be buying this new bike, the result of our unique collaboration.

Thanks to the increased length versus travel (230×65) in the new metric standard shock there is room for several new technologies which help to give the softest of initial touch (small bump sensitivity), a dynamic ride feel and an unparalleled feedback when the bike is loaded hard. Large spherical bearings in the shock eyelets (seen in all other performance off-road suspension applications) have improved the bump feel and grip in all situations because of the reduced side loading on the shock and they guarantee a long live span of the shock hardware. A negative spring and hydraulic top out system not only enables that all-important soft, initial touch but also allows the rebound to be as dynamic as the rider wants or needs it to be. A hydraulic bottom out system absorbs some of the excess energy normally transferred back to the bike and rider at the limit of their capabilities.

With carefully thought out leverage ratios and damping rates we can accommodate riders of all weights without compromise. A medium sized rider (85kgs) on a medium G1 will be using a 375-425 spring depending on configuration and a XXL rider of 125kgs will be between 550 and 600lbs.


“We don’t care about trends! All that matters is timed speed, riding pleasure, safety and the physical facts.” This quote is our approach to the development of new mountain bikes. This mission statement has made us one of the most innovative bicycle companies in terms of chassis performance, steering dynamics and geometry.

The GEOMETRON geometry is the concept on which all current Nicolai models are based. In the last 4 years GEOMETRON was developed by Chris Porter and NICOLAI. The concept is based on the realization that a longer wheelbase, a slacker steering angle and a steeper seat angle make the bike faster, smoother and safer with easier and more ergonomic climbing.

The geometric relationship between the wheels, the head angle, and rider position between the wheels are the decisive factors for good handling.

The relationship between the saddle, crank and rear wheel axle are the decisive factors for the good pedalling and climbing behaviour of a bike.

The GEOMETRON concept combines perfect handling with optimum climbing behaviour. The rider is integrated into the bike through the long reach, the steep seat angle and the long wheelbase, so that the rider’s centre of gravity lies optimally between front and rear wheel axle.

All GEOMETRON models are designed with short stems, so that the rider has a relaxed, dynamic position and sharp steering despite the long top tube.

This quite complex topic can be simplified down to 4 advantages which offers both experts and beginners clear added value:

• Better climbing ability (because the front wheel does not rise)
• The rider is safely behind the front tyre contact patch even on very steep downhills reducing the tendency to tip over the bars
• The rider’s sitting and standing space is fully between the wheels (more control)
• Higher corner exit speed because there is more grip on the front wheel

A professional level rider can ride around a poor handling bike but we build our bikes so we don’t have to fight them, we want to build bikes that feel natural and easy to use for professional and more importantly for the normal rider…

FEATURE : seat stay mutator

Modell : G1-27; G1-29

We can fine-tune the bottom bracket height and the steering head angle with the help of the seat-stay mutator. These mutators are available in lengths of 3.5, 6.5, 10, 12 and 15mm.  This new technology enables us to realize different seat-stay lengths. The added value for the customer is that different wheel sizes can be mounted on the G1 frame with a few simple parts and we can match different chainstay lengths on different frame sizes. This allows us to take full advantage of our GEOMETRON technology for all riders. The seat stay mutators are installed at the factory in the correct length depending on the frame size and wheel size. Additional mutator parts are available for individual rider adjustments.

FEATURE : swing arm mutator :

The swing arm MUTATOR is a newly developed component on the rear swing arm, which combines many functions in a single component:

The mutators are available in different lengths (33, 41 and 47mm) . In this way, by replacing a mutator the length of the swingarm can “grow with” the frame height according to the GEOMETRON concept. The inner and outer mutator shell is positively connected to the swing arm via a wedge-shaped, rectangular structure which completely prevents twisting or play. The mutator components are both seal carrier and bearing axis, this minimizes the number of components and keeps the assembly simple.

FEATURE : G1-Shock-lever

Another completely new development is the G1 suspension linkage, which allows two different travels by moving the damper in the optional shock mounts. Bolted into the upper hole, the bike offers 162 mm travel at the rear, 175mm travel when the damper is placed in the lower hole. The Metric shock concept allows shock travel to be reduced with the same shock length to achieve 140mm travel if desired. All NICOLAI components are CNC machined from a high-strength aluminum billet to achieve maximum strength and minimum weight.

FEATURE : 7020-T6 Aluminium

Aluminium is not just Aluminium! We at NICOLAI exclusively use the alloy 7020-T6 (AlZn4,5Mg1) for our frames. Compared to our competitors, who mostly use aluminium 6061-T6 (AlMg1SiCu), this grade has much better strength values. Here is a table for all Tech-Nerds:

Designation: Tensile strength (RM; N/mm2) Elastic limit

(Rp0,2; N/mm2)

ultimate elongation


Aluminium 7020 T6 > 350 >280 >10
Aluminium 6061 T6 > 260 >240 >10

The tensile strength of 7020 compared to 6061 aluminium is about one third higher. The elasticity is about one fifth higher. These properties, coupled with high quality welding, result in a bicycle frame that is far superior to the average in terms of durability.

For specs and prices of the GEOMETRON version of the G1 please go to www.geometronbikes.co.uk

There is quite some detail in the press release, but it is nothing compared to what we could have put in… We have worked hard on every element of the bike from cable routing to anti squat values and more. Want more detail? Contact us at info@geometronbikes.co.uk +44 (0)1600 887550 and ask us whatever you want



Chris, Paul, Marcel, Sam


Tel.: (44) 01600 887550

Wyastone Business Park,

Wyastone Leys, Monmouth, NP25 3SR

Extreme Racing Shox (EXT)
Vittorio Sartori

Extreme Biomec SRL
via del progresso 23
36020 Castegnero (VI)

Tel. 0444/730635  Int. 13

Nicolai GMBH
Technology :
Philipp Hildebrand
Tel.: (49) 05068 72699 610
Pictures and graphics:
Niko Grobe
Tel.: (49) 015151425876

NICOLAI Gesellschaft für Zweirad- und Maschinenbau mbH
Altenbekener Str. 2a
31008 Elze / Mehle

Gareth Brewin’s G13 LT

Gazzy B is a man of few words, one who’d rather let his riding do the talking. But don’t mistake his laid-back manner for someone who doesn’t care about his bike and set-up. In fact it’s quite the opposite! He is completely tuned in to his bike, how it feels under him and is always searching for something better in terms of feel and speed.

Photo: Sandy Plenty

Gareth first tried out one of our staff GeoMetron bikes whilst out for a shoot creating some content for Trailhead bike shop in Shropshire. He has always been a friend of Geometron’s, but that day we were using him purely as a riding model who can throw a bike sideways and do it well! The bike he used for the shoot was a medium G13, completely stock, and even though it was way too small for him he absolutely loved it. Before long we got him his own G13 LT with an EXT Storia and his own Ohlins fork. We set him up with the longer travel version EXT shock, so with 148mm travel on the back and 150mm upfront he was soon testing out at the soon-to-be-open Dyfi bike park, keeping up with other World Cup DH riders on full-blown downhill bikes!! He was happy.

Photo: Sandy Plenty

Gareth Brewins Bike Specification Check.

Just hanging around – Photo: Sandy Plenty

Frame: Geometron G13 LT (long shock option with EXT Storia to 148mm, offset bushes fitted to bring geometry back in line.

Fork: Ohlins RFX 36 Coil fork 29” 150mm

Rear Shock: EXT Storia

Wheelset: Hope Tech Enduro 29”

Tyres: Schwalbe Magic Mary front, Hans Dampf rear.

Brakes: Hope E4

Crank: Hope with direct ring 32t

Drivetrain: Shimano XT

Chain Device: Unite Components

Stem: Renthal 50mm Apex

Handlebar: Renthal Fatbar Alu 30mm rise

Grip: Renthal ultra tacky Traction grips

Headset: Hope

Seat clamp: Hope

Pedals: Crank Brothers Stamp

As the months have gone on, Gareth has been trying various setup options with Chris and Marcel from GeoMetron/Mojo Rising. The latest version of his bike is fitted with the new MORC 40 Mojo Offset Reduction Crown system, offering him 170mm upfront but keeping the handling how he likes it.

Gaz cruising the pit’s with his new MORC setup Photo: Sven Martin


‘But what’s next?’ I hear you ask.  Well Chris has plans for getting him on a G15 soon or maybe something completely new….. We would like to say a big thanks to Gareth for his input.

Words: Sandy Plenty

Images: Sandy Plenty & Sven Martin

Deviant Geometry Goes Mainstream!

When we started the GeoMetron project quite a few years ago we accidentally lit a little bit of a fire under the industry 😉
It smouldered for a while but now with literally everyone using the phrase ‘longer, slacker and lower’ in their marketing it seems to have caught on!

We ordered a bike from Nicolai on their ‘special projects’ program because we had reached the limits of angled headsets, custom shock lengths and fork lengths, hacksawed seat tubes, etc… It was just for ‘us’, so we could ride a bike that handled well… Rick at Works Components was doing me custom 3° angled headsets for straight steerers, I had a shock with a configurable negative chamber (a Specialized ‘Autoslag’ air sleeve with a real valve installed) that allowed a configurable shock length and I was hacksawing 36 fork braces to run 27.5 wheels with 37mm offset forks with custom ‘everything’ inside! With these mods we’d managed to get 63° head angles on 37mm offset forks, 1280mm wheelbase, 440mm chainstays and 335mm bb height in 2013… Trouble was, every time we tried longer, slacker and lower it went better. Great, no problem! But we just could not get more from the custom shocks and forks and there was no more room in the head tube for angled headsets, so maybe even slacker or longer or lower would be better?… Besides, I was tipping the frames so far backwards I was grinding so much material from the seat clamps to try to keep the saddle in the right place I needed a steeper seat tube too!

Nicolai were brave enough to build us the bike we asked for and we ended up with the start of accidental project! The first ‘Mojo’ Ion 16 arrived and it smashed all our times on the hill going down, but also broke records going up! The journalists loved it because there was something to actually write about rather than just another standard… The rest is history 😉


Now we are flattered to find that after using the ‘longer, slacker, lower’ phrase for ‘short, steep, high bikes, some of the manufacturers are actually starting to make bikes actually as long, slack and low as we were making 4 years ago! Despite assuring all their customers that it would never work, you would never get round corners or uphills… Now they are offering it because it does!

The arrival of the 2019 Specialized SJ Evo to go along with the Pole and other boutique Geo followers is just a great confirmation to any customer a little nervous of making a change to GeoMetron… Even Specialized built a bike so their testers, designers and riders don’t have to ride the old geometry anymore! Get with the program!

We’ve sold GeoMetrons to journalists all over the world who want to ride this ‘deviant’ geometry (Thanks PinkBike for that one 😉 so that they test product on a bike that handles… We’ve sold bikes to designers working on very high end projects for other manufacturers who have been influenced by it and are offering their customers better bikes because of it. We’ve sold bikes that have ended up in positions of influence around the world and some which went to NorCal where the Specialized designers got a chance to actually ride this deviant geometry (after I’d taken their DH test track KOM a year or so previously on my Geo trail bike ;-).

Whilst it’s true that Specialized have made a very brave bike for a large manufacturer, they are still several years behind us in terms of head angle, seat angle, BB height, chainstay length, rider space and frame flex. Let’s not even start to muddle their brains with suspension set-ups and their effect on dynamics, weight distribution, cornering dynamics, sprung/unsprung weight ratios, pedalling efficiency, neutral gears, etc… 😉 Rest assured that when you decide to test ride a GeoMetron with us, you’ll have 3 or 4 years before the others catch up. By then, we’ll be a little bit further ahead again!

Check out the Geometry numbers on the Specialized and our first 2013 project bike pictured here and still going in the GeoMetron wider family! Pretty darned close but now over 4 years old! 😉

Chris Porter

Chris Porter’s G16

   MBUK August 2018 – Superbike #93 – GeoMetron G16

Chris Porter isn’t a man to mince his words, especially when it comes to bikes. Vehemently opinionated, but certainly not lacking in understanding – after decades of racing and years of suspension R&D under the banner of his old company Mojo – he’s someone with a real inquisitiveness when it comes to making better-riding bikes. Chris was one of the original exponents of the long-and-slack geometry concept, and is the main man behind GeoMetron bikes. Besides exemplifying his theories on geometry and set-up, the 175mmtravel G16 we see here is a test mule for all of his pre-production ideas.

Playing the long game

Its sheer size is its most immediately striking feature. The massive 535mm reach is accentuated by 451mm chainstays and a 62.5-degree head angle, making this one of the lengthiest bikes in existence. Chris wanted to build a bike that descended like a downhill rig but climbed like a trail bike, and he’s a firm believer that this bold geometry puts you in the optimum riding position to do just that.

But can you still chuck it around? “I’m riding more dynamically on this bike than

I ever was on a short, steep 26-incher,” he responds. “For me, speed is fun and I’ve made a bike to fit the job. On the stopwatch I’ve actually found that the XXL can be even faster [Chris rides an XL], but in certain situations I don’t have as much flow and this size gives me the best balance.”

A flip chip at the head of the seatstays lets you adjust their length by +/-7mm to accommodate either 650b or 29in wheels. Unusually, Chris runs a 29er front wheel and a 650b out back. He reckons this gives him the best of both worlds – the larger front wheel rolls over bumps better and the smaller rear gets drive off the backside of features. Steering is better too, he claims. “When you lean a bike over, the front and rear axles describe different arcs, so the more balanced you can make the steering, the better your handling mid-turn will be. The fact that different-diameter wheels aren’t sanctioned by the UCI makes me love them even more!” he laughs.

Another controversial aspect of Chris’s wheel choice is his belief that it’s possible to have too much grip. “Because your weight is over the rear wheel, if it’s overly grippy it really slows you down,” he explains. For that reason, he uses a fairly narrow (23mm internal) WTB KOM rim at the rear, but bulks it up slightly with a Maxxis Minion DHR II 2.4in Wide Trail tyre. His next experiment will be to add some Mr Wolf SmartMousse, in an attempt to eliminate punctures and add damping. “Tyres and rims are just shit at the moment,” he exclaims. “Aaron Gwin is being paid millions of bucks and he still has races ruined by punctures!”

Dual-crown devotee

You’d be forgiven for mistaking this bike for a DH rig, due to its dual-crown fork. Chris is running an air-sprung Fox 40 (shortened to 170mm) for two reasons. Firstly, he’s not a fan of the deflection and stiction you get with an inherently flexy single-crown fork, and reckons that once you’ve tried a dual-crown there’s no going back. And because of that, he’s trialling an upgrade kit for Fox 36 forks, which he’ll be bringing to market with Mojo Rising.

Also notable on Chris’s fork is the lack of gold Kashima coating on the stanchions. “The coating isn’t the panacea we once thought it was,” he explains. “From testing, we actually found that a rougher finish holds oil better and reduces stiction. It also makes the fork look less like a Fox!” he adds with a grin.

The back end of the bike is sprung with an EXT Storia coil. “We stumbled across EXT when Fox stopped supplying to us and we’ve been really impressed,” Chris says. “Their attention to detail is exceptional, even to the lengths of sanding every shim. The Storia is naturally progressive too, so I can drop my spring rate by 100lb and make it more supple.”

Not only is the seat tube steep, at 77 degrees, but the saddle is set at a fairly extreme nose-down angle. Chris says the ‘winch and plummet’ style of UK riding means that when you’re sat in the saddle you’re always climbing, so the seat should be positioned accordingly. His carbon Renthal Fatbar is rotated a long way forward too. He explains that this opens his elbows out and means they stay upright when he loads the bar. Chris hangs his DMR Deathgrips over the ends of the already-wide 800mm bar by 10mm. His theory is that the wider the bar, the higher your wrist when you lean the bike and the less it needs to bend.

All these concepts combine to create a bike that looks and rides very differently to the norm. With Mojo Rising, Chris now has the freedom to test out his ideas and this bike is the vehicle for all those refinements and experiments.


Images – Sandy Plenty