Every racer's dream Christian Textor
Many racers dream of this: the YT Mob has a free choice of components. This means that every rider can choose their own brakes, suspension elements, gears or tyres and is not tied to any team partnerships. "That is the team's philosophy and pure luxury," says Christian Textor. But this privilege also has its disadvantages: "There is so much choice - you would basically need months to test and compare all the components," says Texi. At the beginning of the year, the team prepared for the newly established UCI World Cup season in Finale Ligure. This is where the choice was made in terms of parts and components. Texi now has two World Cups behind him and is richer in knowledge: "Testing is all well and good, riding the bike in a race is something else," says Texi.
I'm not a fan of the mega-large frame trend. The Capra is moderate in length. It strikes a very good balance between smoothness and agility. It gives me much more confidence than my old bike. I'm much faster on the road with it.
Here Christian Textor explains his YT Capra
The frame: Frame size L with XL rear triangle
At 1.83 metres tall, I opted for an L-frame (carbon). The reach of 467 millimetres is moderate. After a few tests, I fitted an XL rear triangle and got on better with it. This makes the chainstays longer (443 mm). I'm more central on the bike and get more pressure on the front. Basically, it's like a chair with a backrest - the rear triangle provides more support. I ride 29-inch wheels front and rear - unfortunately I haven't had time to experiment with Mullet in detail yet. But at the moment I don't feel the need to ride a smaller rear wheel.
Textor's comfort area: Chassis setup in the rear
I ride my suspension relatively softly - that gives comfort and guarantees sufficient grip. On the current technical, bumpy trails, I'm usually on the right track. At the rear (180 mm), I opted for a steel spring shock with a 375 mm spring. The setup was quickly found. I like the cream response behaviour, and it also goes well with the progressive rear end of the Capra.
My basic setup in the rear:
Shock: RockShox Super DEluxe Ultimate Coil (180 mm)
Spring: 375 spring
Rebound: 10 clicks*
High-speed compression: fully open
Low-speed compression: 3 clicks*
* from closed
Manager: No tokens, no problem!
At the front I ride the RockShox ZEB Ultimate (170 mm). I don't use tokens because the fork can be adjusted progressively enough as it is - so I can advise many bikers out there to work with the high-speed compression first instead of reducing the air chamber with tokens straight away. Because the suspension manufacturers have thought about the volume of the air chambers.
My basic setup in the fork:
Shock: RockShox ZEB Ultimate (170 mm)
Air pressure: 65 Psi
Rebound: 8 clicks*
High-speed compression: 3 clicks*
Low-speed compression: 10 clicks*
* from closed
Control centre: Narrow, safe & with aluminium
I like aluminium handlebars (31.8 mm diameter) because they dampen better and don't vibrate. In terms of width, I'm fine with 760 millimetres. Many enduro worldcuppers ride even narrower handlebars. If the track is narrow, I even shorten them to 740 millimetres, some even to 720 millimetres. I can only advise all fans of wide 800 mm handlebars to try out a narrower handlebar. Especially in enduro terrain, where you often rock your bike from one turn to the next, this helps enormously. You need less arm length to lean the bike into the bend and therefore have better holding power and more control. I currently ride a 50-millimetre stem, but I'm leaning towards a 45-millimetre one. 35-millimetre stems are definitely too short for me. The TRP brakes develop a lot of braking feedback via the lever, which suits me. They are also easy to modulate and deliver constant power even on long descents.
Binding piece no. 1: Christian Textor does not experiment
Maxxis, Conti or Schwalbe - these tyre manufacturers win races all over the world but still have differences in character. All tyres from these manufacturers are good and in the end it comes down to personal preference. I like Schwabe tyres because I've been used to them for a good ten years and I like their characteristics. No other component takes so long to get used to in order to achieve maximum confidence: Braking behaviour, cushioning, testing the limits. I ride Magic Mary, in the Super DH casing and the Ultrasoft rubber compound, front and rear. I like a precise riding style and I like to ride through corners like I'm on rails - that works very well with the tyres. There are drivers who don't like it when tyres don't start to slip at all.
If the tracks are very rough, I put the Cushcore XC insert on the rear rim. I'm generally not a fan of inserts because they have a negative effect on the damping properties and inhibit grip. However, having to take the throttle out because you're worried about the rim is not an option either. I'd rather put an Inster on the rear.
Texis basic setup: Tyre pressure (Tubless)
Front: 1.5 bar
Rear: 1.7 bar
Problem solver: Reduce pedal kickback
O-Chain decouples the pedal kickback forces that are transmitted via the rear wheel. This brings calm to the cranks and pedals and ultimately ensures more composure and control. In addition, the suspension works more smoothly because it is freer from the forces (chain pull).
Imagine this: An open bend, you have one foot out, with the other you are standing low on a pedal. Normally, the ground passes the shocks on to the foot uninhibited - these shocks are significantly reduced thanks to O Chain.
Precision tool for the professional Christian Textor: Sram XX AXS drivetrain
I'm actually a fan of simple technology without batteries. However, the Sram XX AXS shifts so precisely that I've taken a liking to it. That's next level! Plus one less cable, which makes the cockpit look cleaner. The assembly is simple. However, it has to be said: I don't have to buy the drivetrain. The advantages are expensive.
Carbon wheels? Nothing for Texi
Aluminium wheels have better emergency running properties. I have seen carbon wheels burst during races. That doesn't happen with aluminium. In addition, most carbon wheels are too stiff or bounce when you hit them fast. This is particularly noticeable in wet conditions on rock gardens. It feels as if you've pumped too much air into the tyres or set up the suspension too hard. In short: aluminium wheels provide more composure in Holter-Di-Polter.
The trusted man: "Screwing it yourself is good, a mechanic is better."
I had to do the work myself for many years. So I spent a lot of time in the workshop, often until one in the morning, getting my bike race-ready. I don't have to do that any more. So I'm grateful for my mechanic Patrick Eckl. But I enjoy the work itself, as long as it stays within limits.
Christian Textor's specs during the first two UCI Enduro World Cups (EDR) in Australia
- Frame: YT Capra 29" L (+5 mm longer seatstay from XL frame)
- Fork: Rockshox ZEB Ultimate 170 mm
- Damper: Rockshox SuperDeluxe Ultimate Coil / 375lb Spring
- Impellers: Dt Swiss EX 511 / FR 541 laced to Industry Nine Hydra hub
- Tyres: Schwalbe Magic Mary First Ride DH Casing
- Cockpit: Renthal Fatbar 31.8 mm 30 mm rise and 760 mm wide / Renthal Apex stem 50 mm / ODI Elite Pro Grips
- Cranks: SRAM XX 170 mm, 32t / O-Chain R 9 Degrees
- Pedals: Crankbrother Mallet DH
- Circuit: SRAM AXS XX
- Brakes: TRP DH-R Evo / 203 mm rotor / Shimano hoses & oil
- Vario support: OneUp V2 / 210 mm
- Extra: Mudhugger Guard, Sendit Nock Handguards V2
- Operating weight with pedals: 17 kilos
Laurin Lehner
Editor
