Sixfinity: A game-changer? Built for rough going: Test drive report on the new Yeti LT

Yeti is one of the most popular brands in mountain biking – and one of the most expensive. The US firm is replacing the SB160 and SB165 with the brand-new LT . At the heart of the platform is the Sixfinity rear triangle – a six-link design which, according to chief designer Peter “Stretch” Zawistowski, Yeti has spent ten years perfecting. Attentive readers will know**:** BThe rear triangle is already in use on their new electric models.

The Yeti LT, in its top-of-the-range specification, weighs 10,900 A hefty 15.8 kilos (Size M, All-29). A mullet build is possible, but it is supplied as the All-29 version. The frame kit alone costs 5,400 euros.

The Yeti LT is entering an arena where hardly anyone is still competing. The ‘bio’ segment? Largely extinct. Or at least, industry insiders are predicting hard times for this category within the organic segment. Yeti couldn’t care less. With its Sixfinity suspension system and 170/160 millimetres of travel, this enduro bike confidently forges its own path.

​Non-motorised enduro bikes are currently considered slow-moving stock. Nevertheless, Yeti is confident with its new LT – relying not only on a loyal fan base with strong purchasing power, but also on the new Sixfinity design. Only a comparative test will ultimately reveal whether this is a benchmark chassis – my gut feeling is that this bike performs at the very highest level. Laurin Lehner, BIKE test editor

Sixfini... what?

‘Sixfinity’ means it is a six-bar linkage. The six links are designed to distribute the forces acting on the system optimally, provide greater control and have a positive effect on anti-rise and anti-squat. The shock absorber no longer operates horizontally, but vertically within the frame.

Always stay flexible

For maximum flexibility, there are adjustment options in three places: the steering angle, the spring rate can be adjusted in stages at the shock mount, and finally, the chainstay length (± 10 mm) can also be adjusted. In addition, there is now a storage compartment in the down tube. That’s a new feature too.

Flipchip without a flip (three settings)

​We gave it a go: the Flipchip is basically just a chip, because there’s nothing to flip – you just need to have the chips supplied with it to hand. Then it’s pretty straightforward: loosen the screw with an Allen key, relieve the pressure on the shock, insert the new chip, put the screw back in, tighten it, and you’re done. Unfortunately, we weren’t able to ride any standard routes during the presentation, so it’s hard to say how noticeable the difference is between the neutral setting (which is how it’s supplied, by the way) and the progressive setting.

The suspension’s progression can be adjusted between three characteristics by turning a flip-chip, without altering the geometry, anti-squat or anti-rise. The progression rates are 15, 20 and 25 per cent. Riders can choose between a constant, balanced or supple ride feel with increased bottom-out reserves. The linear characteristics of the curves are designed to ensure predictable handling.

LT stands for Long Travel

Is there a shorter model name than this**?** Even among its predecessorsn Yeti kept it short: SB160. But now the Americans have gone one better. The new enduro is simply called the “Yeti LT”. Do you know of a shorter model name? In any case, LT stands for Long Travel – the Fox suspension delivers 160 millimetres of travel at the rear and 170 at the front.

By the way: It seems very likely that the SB140 will also be fitted with the Sixfinity rear triangle.

Our first impressions from a test drive: So, how does it drive?

We’ve already had the chance to test this brand-new bike: its predecessor, the SB165, was already racking up top marks, and the new LT picks up where it left off, impressing with a superb suspension system that leaves nothing to be desired. But let’s take it one step at a time.

We rode the Yeti LT in size M, with a rider height of 1.78 metres, and found it very comfortable. On uphill sections, the bike positions the rider centrally on the bike. The suspension is very neutral in terms of drive – if you want an even smoother ride, simply engage the platform mode.

Departure:

The rear suspension does a really fine job – responsive, butter-smooth, always grippy. Enormous grip; it never bucked or acted up at any point. The suspension operates quietly, remains unflappable and simply couldn’t be pushed to its limits on the alpine trails at V-Max. The ‘big bike’ feel might sound like an exaggeration – but it’s not entirely wrong either. The Schwalbe radial tyres play their part in this. We’re looking forward to future comparison tests and are already on the hunt for worthy rivals.

The seat tube is nice and low (420 mm), for maximum clearance. Seatpost lengths increase in line with frame sizes. On a size M frame, the 170-millimetre Vario seatpost just about fitted for me. If you want maximum clearance, it’s best to fit a longer seatpost – the design allows for it.

To sum it up in one sentence: expensive, niche, well thought-out – and bloody fast.

Oh yes, there was one more thing. Driving a Yeti also means digging deep into your pockets. We drove the top-of-the-range model for 10,900 euros. Arrgh!