Niner's RIP 9 is in its second incarnation. Those familiar with the RIP 9 can tell you that it is designed to fulfil the aggressive trailbike role, including park riding. With 4.5 inches of suspension travel, one might mistake the RIP 9 for a cross-country oriented ride, but the big wheels act as a suspension multiplier, giving the Niner similar capabilities as a five or six-inch-travel all-mountain 26-inch-wheel design.
In profile, the 2009 RIP 9 is enhanced by an elagantly flared top tube and a more streamlined, simplified frame configuration. Geometry is very close to the original. John Ker photo
To underscore this, Niner includes an ISCG boss on the bottom bracket to allow for a chain guide and single-ring crankset. The new chassis has new frame tubes, redesigned linkage arms and it is configured to work with the latest, 40-millimeter-offset 120-millimeter 29er suspension forks. We loved the RIP 9 when we rode the original, so we expected good things from the second-gen version--and that is exactly what happened. If you are a 29er fan, searching for a ticket to the wilder side of the mountain, this is it.
Niner's suspension is a dual-link type called CVA, an acronym for "Constantly Varying Arc." Niner has been in the vanguard of the 29er suspension movement and has solved many design isues inherent to the big-wheel bike. For starters, the lowe link swings below the bottom bracket, and the triagulated swingarm sits low in relation to the plane of the axles to obtain clearance for 2.35-inch tires and a short-for-29er chainstay length (17.9 inches). The seat tube is angled in its center to make room for the big tire at full suspension compression. The linkage configuration was chosen to keep the suspension moving under braking and acceleration and it does the job as promised. The feel is similar to Giant's excellent-performing Trance-series 26er trailbiikes--which is a high compliment.
Beefed up linkage arms and custom, pivot hardware bear witness to Niner's attention to detail. John Ker photo
Up front, Niner uses a tapered steerer tube fork--no small feat, because Niner had to work with three fork makers to convince them to spring for the costs of producing a tapered-steerer 29er model with thru-axle options for a then-limited marketplace. RockShox, Fox and Manitou are on board, and just in case you want another option, adapters are available from the likes of Cane Creek that allow standard 1 1/8 inch steerers. Our test bike used a Fox RLC model. he advantage of the tapered head tube and steerer is a degree of stiffness in the steering as well as a wider, stronger tube to attach the top and downtube.
Tapered head tube and fork steerer add strength and spice up the RIP 9's steering response. John Ker photo
Niner sells frames, so you are in charge of building your dream RIP 9, but ours was set up in the spirit of how Niner envisioned it in the wild. The build is as cross-country as it can be without compromising try-anything ruggedness. The handlebar is Niner's ultra-wide aluminum Flat Top (flat handlebars are 29er necessities to compensate for the taller wheels), the stem is a 50-millimeter Race Face Evolve, and the seatpost is also a Race Face item. Drivetrain is SRAM X.0, powered by a Truvativ Noir carbon fiber crankset. Brakes are Avid Elixir with a six-inch rear rotor and a seven inch rotor up front. Wheels are Stan's ZTR tubeless, mounted to Panaracer Rampage 2.35-inch tires. All tallied, the Niner RIP 9 weighed 29 pounds with chromoly shaft Crankbrothers Candy pedals.
RIDING THE NEW RIP 9
Niner's 29er-specific frame geometry keeps the RIP 9's steering feeling nimble--but not so quick that it lacks the stability necessary to descend technical trails. "Stability, with a 71.5-degree head angle?" you question. Yes, steep head angles are the key to moderating the slow cornering response of larger-diameter wheels. The RIP 9 steers and handles like a 26-inch-wheel chassis with a 29- or 28-degree head angle. The Niner gets going smoothly and without much big-wheel acceleration lag (which is surprising considering that this baby has all-mountain-width tires), and it climbs with similar ease. There is no excusing its 29 pounds when the trail gets really steep, but the Niner doesn't give up much or anything over 26ers of the similar heft on the climbs.
Descending is a revelation in some respects aboard the RIP 9. The big wheels handle almost anything that comes onto the radar in a striaght line and because the 29-inch wheels roll so smoothly over chatter, there is little sense of speed. hat can make for a big surprise. when the corners come up, because the Niner's big wheels and tires don't stop noticeably better than its standard-wheel rivals. I missed a few corners before getting the hang of the RIP 9's smooth ride.
Niner's claim that 2-inch wheels are a suspension-travel equalizer holds water in almost every case. The RIP 9 matched the bump-handling ability of bikes with over an inch more travel (like the Santa Cruz Blur LT and Giant Trance) including stairsteps, boulder fields and rooted sections. Where the Niner's reduced suspension travel was a disadvantage is when landing jumps, drops, or G-outs. Here, 4.5 inches of suspension feels exactly like 4.5 inches, and it is easy to bottom the fork and shock.
BOTTOM LINE ON THE 'NINE
Niner's second-gen RIP 9 is a slam dunk for existing 29er riders who want to play in the big-hit sand box. What may come as a surprise, is that the RIP 9 is a must-consider for ANYONE who is searching for a cross- country capable all-mountain rig. Niner's RIP 9 belongs to the most exclusive club in the mountain bike community.
Co-founder Chris Sugai poses with the 2009 RIP 9. R. Cunningham photo
Niner RIP 9
Weight as tested: 29.1 pounds with Shimano XCR pedals
Price: $1799 frame and shock