Saturday, 8 April 2017

Vee Snow Avalanche | Winter White Wonder

Every year the folks over at Vee Tire release a new tire or two for the fat riding public.  For the 2016/2017 riding season the totally new Snow Avalanche made its debut.  

This tire has a fresh new tread design while still maintaining a hint of traditional Vee DNA.

Fatbike Republic reached out to the folks at Vee Tire who sent along a pair of their 4.8 PSC Snow Avalanche for a close-up look and some real world testing.

Don't forget to check out the ride video near the bottom !

The Tire

The Snow Avalanche is available in two sizes (26 x 4.0 and 26 x 4.8) and in both studded and non-studded versions.

According to the folks at Vee Tire:

The Snow Avalanche features an aggressive tread design for enhancing steering performance and off-camber grip. With a low rolling resistance and excellent float, this directional tire is great for blocked trails or loose snow.
They are also available in two types of rubber: Silica compound and Pure Silica Compound (PSC).  In the black silica compound the 57A rating on the hardness scale allows the rubber to keep its low resistance and flexibility in all temperatures.

The PSC compound, in its signature off-white color, is much softer with a hardness of 50A which gives it better ice performance, makes it quieter, and allows less terrain to stick to the tire.  For comparison purposes a pencil eraser has a hardness of 40A, a car tire tread measures in at 60A and a running shoe is 70A.


The tires sent for testing were the studded 26 x 4.8 PCS version of the Snow Avalanche.  In addition to being tubeless ready with a folding bead, they are directional and have a 120 TPI.  This is the stuff one would expect in a top shelf tire.

As mentioned previously, this is a totally new tire for 2017 and Vee looks to be heading in a new direction with tire design.  A quick look at the tire reveals smaller more square edged lugs that would appear to give more biting surfaces.

Running down the center of the Snow Avalanche are alternating square vertical paired lugs with a modified chevron lug pattern that blends into the first transitional row.  The alternating beefy square edged lugs of the first transitional row each contain a pointed carbide stud.  
The second transitional row is comprised of studded square edged rhombus lugs.  The Avalanche's shoulder alternates between large and medium vertically oriented rectangular knobs.  These lugs are slightly concave towards the center of the tire.  Its interesting that Vee Tire has chosen to only texture the transitional portion of the tire's carcass and leave the center bare.

The claimed weight of the Snow Avalanche PSC 4.8 studded is approximately 1740g.  Laying it on the scales it actual weighs almost 100g less at 1653g.

Mounted to an 80mm rim with 8psi the 4.8 Snow Avalanche expectedly measured in a little smaller at a true 4.34".  For giggles I borrowed a 90mm rim from my LBS (Canary Cycles) to see if a wider rim would make any significant difference in tire width.  Nope . . . still below 4.4".

Tread depth is around 0.19" for the center treads to 0.31" for the shoulder lugs.  In comparison, the Snowshoe 2XL runs 0.25" down the middle and 0.33" on the sides.

To aid in winter traction there are 240 pointed tip studs strategically placed around this tire.  When taking a close look at the studs I was able to see that some were actually seated a little deeper into the lug having a little less carbide protruding to catch the ice.  I'm not a super fan of the pointed stud as I feel they offer slightly less traction that the flat top stud.  But we'll see what the actual testing reveals.

Field Test

As mentioned previously the Snow Avalanche come in a studded and non-studded version.  Since these tires are the studded version they are only being tested for winter riding.  The 4.8's were mounted to a Norco Sasquatch 6.1 sporting a 197mm rear and 150mm spaced Wren on the front. 

Winter conditions can differ from location to location and even from day to day in the same location, but its safe to say that the primary snow types are: light and fluffy; wet and heavy; sugary and hard packed.  Ice conditions can range from smooth and slick to chewed up and rough.  And trails can be virgin, groomed and tire track.  The Snow Avalanche were tested in as many combinations as old man winter and father time would allow.

Tire pressure during the testing varied depending upon the conditions.  Generally 8-10 psi was used for hard packed/groomed trails and 4-5 psi for the softer/unknown conditions.

The off-white PSC compound did have an impact on the amount of snow buildup on the tire.  As there was significantly less buildup than on "regular" tires and this translated to more snow traction and directional stability.

It was easily noticeable that this tire can corner.  You point the wheel and the tires goes in that direction with very little hesitation or slippage.  This may have something to do with the sharper edge profile of the lugs coupled with the PSC compound that gives and maintains grip.

Auto-steer . . . that's when the shoulder lugs of the front tire grab something and decides to pull the bike in that direction.  This can be quite annoying and frustrating having to wrestle a tire in the direction you want to go.  The Snow Avalanche does not suffer from the dreaded condition.

There were no issues with climbing hills besides the engine losing power or encountering "surprise ice" under a dusting of snow . . . but more on ice later.  Descents were always controllable with the tire not exhibiting any unnerving traits.

This tire is pretty quick on the hard packed and on the ice.  A slightly shallower tread pattern creates less rolling resistance.  Less rolling resistance = more speed.  While it did seem a little quicker on the hard stuff, it also kept plowing through the deep and sugary stuff.  The distinct chevron pattern left in the snow also assisted with maintaining the momentum in less than ideal conditions.

I did not have to go looking for ice as there was a fair amount on the trails during testing, and when conditions were right I rode a few 25 km ice grinds on frozen lakes.  As mentioned earlier I have never been a super fan of the pointed studs having tested them previously (in non-PSC tires) and found they were not as grippy as the flat top studs.

However, the Snow Avalanche did provide better ice traction than I anticipated.  The super soft PSC compound complemented the pointed studs to make riding large expanses of glare ice, with 50 kph cross winds, rather pleasant.  The bike was controllable with course changes being uneventful.  I found that on the rough chunky ice the flexible PSC compound gripped a little more that other non-PSC tires I have ridden.  And the hidden ice under a layer of snow . . . well that's going to cause any tire grief if you hit it with reckless abandon.

Anyone who has ridden studded tires know that at the end of a season to expect a few missing studs and it was no different with the Snow Avalanche.  I actually only had to replace one in the rear which was surprising given the tires super soft compound.  I also noticed the studs that were initially seated a little deeper, had actually leveled themselves out.

Final Thoughts

After several month of winter testing I have to say that the Snow Avalanche is a truly a great winter fatbike tire.  

The tires saw many types of snow (fresh, hard packed, sugary) on different types of trails (virgin, groomed and singletrack).  The pointed carbide studs coupled with the PSC compound performed better than expected in all ice conditions.

I'm very impressed with the new tread design of the Snow Avalanche as they roll fast, have good ice traction and allow you to control the tire rather than the tire controlling you.

Be sure to check out the Snow Avalanche 4.8 PSC at your LBS, favorite on-line retailer or at the Vee Tire home world.

Ride on !

Sunday, 26 March 2017

Blue Toolbox Bling | Park Tool

Many riders do some level of maintenance/repair on their fatbike.  It could be as simple as ensuring there is enough pressure in the tires or a more challenging feat such as lacing up a set of wheels.  While doing maintenance on your bike is rewarding, we all end up bringing our ride into our LBS from time to time for some special love and attention.

As your skill and confidence grows so does your collection of tools.  I'm pretty sure most of us have started with some basic tools (maybe even a multi-tool) and when time and finances allowed we added to the toolbox/toolroll.  

Located in St. Paul, Minnesota, Park Tool has been supplying bike tools and maintenance equipment since 1963.  The telltale blue is synonymous with quality.

ADT-1 Adjustable Torque Driver

There are always a couple of "specialized" tools that we would love to have that are a little harder to justify.  For me that tool was an adjustable torque wrench.

I would normally cinch down on a bolt until it "felt right", but as I started dabbling in more delicate bike parts with specific torque ratings I finally broke down and purchased from my LBS a tool that I had drooled over many times . . . a ADT-1 Adjustable Torque Driver.

As the name indicates this is an adjustable torque driver from 4.0 - 6.0 Nm in 0.5 increments.  Its adjusted by twisting the silver knob on the end of the handle with a 6 mm hex.  

Located in the other end of the handle are three 1/4 hex drive bits (3 and 5mm hex and a Torx T25).  The 4mm hex comes pre-installed in the magnetic business end of the ADT-1.  These four bits will allow you to tighten many of the fasteners on your fattie.

The ADT-1 fits comfortably in the palm of your hand and has a very solid feel weighing in at 270g.  The literature says that the torque limiting clutch prevents over-tightening of threaded fasteners and subsequent damage of components, but not having used one before I was curious to what actually happens.

Its actually quite simple really, you set the driver to the appropriate Nm and pop in the correct bit.  When tightening the fastener the driver will skip (ever so slightly) and make a crack/pop sound when it has reached the desired torque.  Simple.

The ADT-1 is assembled and calibrated at Park Tool's factory in Minnesota.

VC-1 Valve Core Tool

This is another specialized tool as it is designed to remove and install Schrader and Presta valve cores.  The VC-1 would come in quite handy for those folks entering the world of tubeless and needing to remove the cores to install product into the tire.

The primary reason I added it to my toolbox was that one night a riding buddy went to air down his tires on the trail and the core shot out of the valve and got lost in the snow.  He did eventually find it and got back on the trail, however I'm sure if that happened to me I would not be so lucky.  I'll be checking the valve cores of my tires from time to time.

BBB-3 Big Blue Book of Bicycle Repair - 3rd Edition

Having grown up using Clymer and Haynes repair manuals for dirt bikes, trikes, quads and cars . . . I needed one for bicycles.  Enter the BBB-3.

From the Park Tool web site
Updated with new information, techniques, photos, procedures, and components, the BBB-3 3rd Edition is a complete repair manual created to provide both the novice and veteran mechanic the information needed to perform nearly any repair from trailside repairs to complete overhauls. Written by Park Tool Director of Education, Calvin Jones, the Big Blue Book is the perfect reference guide and step-by-step repair manual for nearly any bike, including road, mountain, bmx, and single-speed. We wrote the book on bicycle repair.
Its great to be able to look up how to repair something on-line, however a manual is not impacted by a slow internet connection or a dead battery. And you can't scribble notes in the margins of a smart phone.

The BBB-3 is well organized, well written and has plenty of color pictures to help you get the work done.  Although nothing is specifically fatbike related the information and procedures are easily transferable.

This is one handy book to have in the shop. 

That's all the Park Tool in my toolbox for now, but I'm sure there will be additional blue bling making a home in my bike tool arsenal. 

Ride on!

Sunday, 12 March 2017

Super Light Stem | Wren Sports

What is the cheapest and easiest part to replace on your fatbike that will have the most impact on its handling, performance and comfort?  Well if you read the title of this post you know the answer . . . the stem.

These days stems are available in a variety of material, lengths and angles that allow riders huge amounts of flexibility for fine tuning their reach to the bars.

Wren Sports (known for their super slick inverted fatbike fork) have designed a line of superlight alloy stems to compliment a selection of carbon goodies and other bike related accessories.

Fatbike Republic has collaborated with Wren Sports to review one of their crazy light stems as part of a fatbike cockpit refresh.


The folks at Wren have chosen to create their super-light stems from AL7050 aluminum alloy which is stronger and lighter than AL6061 - which is primarily used in most stem manufacturing. 

Instead of using CNC machining, Wren uses 3D forging that compresses the material (making it stronger), allowing slightly less material to be used (making it lighter) and ensuring the correct grain structure (making it tougher).  3D forging is also superior to CNC because it does not create any edges that can concentrate forces.  Plus it give a more molded look.

A four-bolt clamp further distributes the clamping force across a wide area, which is especially beneficial when paired up with a set of their carbon bars. The bolts are Torx T25 chosen for strength, lightweight and convenience. Wren had initially went with T20 bolts for increased weight savings, but realized that is not a size found on most tools riders already own.

These stems are available in lengths 40 – 130mm with a +/- 6 degree angle and the 80 - 100mm with a +/- 17 degree angle.  All sorts of options for the discerning fatbiker.

They fit standard 28.6 steerer tube and bars with a 31.8mm diameter.  At this point in they will not fit the oversized 35 mm bars such as the Race Face Aeffect.  

And they weigh between 71g – 92g depending on length and rise. 


Fatbike Republic was sent a WST 106-50 (50mm with 6 degree rise) with a claimed weight of 74g.  Dropping the stem on the scales it actually came in underweight at 73g.  This stem is light.

How light it is compared to other stems?  A generic 50mm weighs in at a portly 125g and while not completely comparing apples to apples the 60mm Race Face Aeffect (that was being swapped) weighed a whopping 155g. Just for fun . . . a large organic free range egg weighs in at 55g.

Taking a very close look at the stem you can see very clean lines and no excess material to be found anywhere.  Its nowhere as bulky and burly as other stems and almost looks delicate in comparison.  I was really curious on how it would hold up up to the rigors of fatbiking. 

60mm & 50mm (Canary Cycles)


The stem mounts up just like any other stem and has a recommended torquing of 6 Nm.  As the stem was being installed on a set of carbon bars I wanted to ensure the torque was on spec.

As with mounting any shorter stem, mounting up the 50mm Wren stem made the front end a little easier to lift, steering became a little quicker and the front end felt a little lighter when climbing.  Sitting a little more upright also gives a little more comfortable riding position.

So how does the Wren ultra light stem compare to other stems in performance?  Honestly . . . its a stem . . . it mounts the bar to your bike and allows you to turn.  Maybe the question should be "does the Wren super lightweight stem hold up as well or better than heavier and bulkier stems?"

After several months of riding (late fall into the heart of winter) I have not noticed any issues with this stem.  Riding dirt, snow and ice . . . the stem performed.

I took one nasty OTB tumble that ended with the bars being knocked out of alignment as well as giving me some bruising.  Locking the wheel between my knees the stem was levered back into position and back on the trail.

Another time, when doing a lake ice grind, I laid my Sasquatch down on the ice pretty hard whacking the bar end off the ice.  After my knee stopped complaining, I surveyed the stem/tire alignment and all was well.

So after giving the Wren super lightweight stem some "tough love" on the trails . . . I have no worries about its performance.


Buying a stem is probably not the most sexiest purchase you can make for your fatbike.  However, it can have an impact on the bike's handling and your overall comfort.

If you are in the market for a new stem and the traditional chunky stems are not turning your gears . . . then go visit the folks over at Wren Sports and take a closer look at their line of sleek, lightweight and affordable stems.

Ride on!

Sunday, 26 February 2017

Snowshoe 2XL | It just may fit !

In 2015 Vee Tire announced it was bringing a new supersized tire to the market - the Snowshoe 2XL.  Fatbike Republic got a sneak peek and shared some of the preliminary details.  As this tire measured in at 5.05" the big question in the fatbike world was "what is it gonna fit?" 

The folks over at Vee Tire share the following information on the 2XL:

Snow Shoe 2XL the first bicycle tire with a width over 5 inches-available in 26×5.05. Inspired by the floating sensation of an actual snowshoe, the Snowshoe 2XL is currently the largest FatBike tire in the market. The exaggerated tread features aggressive knobs and deep patterns for increased traction and cornering, no matter what the tire pressure.

Since its introduction the shear girth of this float monster has challenged many a fatbike frame (and fork) to handle this beast.  Fatbike Republic wanted to take an up close and personal look at this massive piece of rubber and Vee Tire were gracious enough to send one along.


In its current version the 2XL is offered in the Pure Silica Compound (PSC) that has an exclusive off-white colouring.  This super soft silica compound allows the tire to perform better on ice, makes it quieter and allows less debris to stick to the tire.   For those tire geeks out there, the compound maintains a low hardness of 50A.  The PSC compound is also shared with the Snowshoe, Snowshoe XL, Bulldozer and the all new Snow Avalanche.

The 2XL is tubeless ready with a 120 TPI, has a claimed width of 5.05” and weighs in at 1920g.

The 2XL sports an aggressive tread pattern on its super wide carcass. Running down the center of the tire there are alternating wide and narrow slightly curved lugs.  Sitting slightly to the side and filling the space between the center lugs are mid sized rectangular knobs.  The next two rows of transitional lugs are really interesting as they alternate between mid and large sized doglegged knobs that look super hungry for snow.   And finally the heavy shoulder lugs swap between a horizontal modified dogleg and vertical rectangular lugs.

Lug depth runs from 0.25" for the center row to 0.33" for the shoulder lug and large dogleg.  This is one meaty tire . . . with the carcass texturing adding that one last element of traction enhancement.

Vee Tire claims that the tires are 5.05" wide, however when measured with 8psi on 80mm rims they are closer to 4.77" lug to lug.  Not exactly 5.05” . . . but still massive.

The claimed weight of these tires is 1970g per tire with the actual weight being pretty close at 1981g.   Its no lightweight . . . but it’s a lot of tire.


The biggest issue with the 2XL is actually getting it to fit.   If you have a rigid 150mm front fork there should be no issues.   If you want suspension, it will fit a Wren Inverted Fork, but good luck getting it to fit a Bluto.

Fitting it in the rear of a fattie you have to be concerned about the frame and chainline.  I spent about 2 hours mounting and remounting the tire on a 80mm Mulefut trying to make it fit a 2017 Sasquatch (197mm rear + 440mm chainstay).  I was getting very slight chainstay rubbing on three lugs and unfortunately it did not work out.   If the chainstays had been ¼” wider the 2XL would have fit.

There was no issue with the chainline even in the lowest gear.   And even if there was, a chainline can be adjusted slightly.

Field Test

Not being able to mount the 2XL to the rear of the Sasquatch was unfortunate . . . however it did spend time rolling in the Wren on the white stuff.

This beast is a float machine and I was amazed with the amount of snow this would plow through/over.  At times it felt like the 2XL was creating a trail for the Snowshoe mounted up to the rear.

There may not be the need to air down as often when rolling the 2XLs.  I found that when riding in conditions where I would normally air down a 4" or 5" tire to 3-4 psi to get extra float, the 2XL was cruising along at 6 psi.  And with more air there is a lesser chance of a pinch flat.

This tire likes ruts . . . in a good way.  You know when you are chasing behind someone, trying to stay in the track for best traction, and your tire catches the edge and tries to climb out?  Well the 2XL sits in that track and follows like it's on rails.  No wandering and no climbing.

Although the softer white PSC compound has advantages on ice over regular black compound tires, I steered away from any significant ice riding. And like all PSC compound tires there was less snow build-up . . . therefore allowing the tire to maintain traction and steering ability.  It was difficult to notice if it was quieter as all tires in snow sound "crunchy".

Final Thoughts

If you are running a 1x drivetrain with a 197mm rear I would recommend that you do a test fit.  Don't listen to everyone telling you it can't be done until you attempt it yourself as all fatbikes have different geometries.  Your bike may have that little extra clearance to make the 2XL work.  

However if you have a Bluto up front . . . you are gonna need another fork as it rubs the arch/brace.

Unless you are heading into some unusually soft terrain in the off season it would be safe to say that with the extra width, weight and lug depth of this tire . . . reaching maximum velocity in the dirt will take some time and effort.

So if you are interested in getting the maximum snow flotation in a fatbike the Snowshoe 2XL is definitely the tire for you . . . and it just may fit.

Ride on !

Saturday, 11 February 2017

Volume 5 - 5 Fatbike Videos You MUST Watch

Festival, birki, race . . . throw the word fatbike in front of it and you know its gonna be fun.  Flotillas of fatbikes, chatting fat, riding and food all mean a good time.  In this fifth installment of the 5 Fabike Videos You MUST Watch series we look at a sprinkling of fatbike festivals from all over.

Just in case you missed the previous installments:

Volume 1 - Random

Volume 2 - Cool Edits

Volume 3 - Around the World

Volume 4 - GFBD

2017 Borealis Fat Bike Worlds in Crested Butte.  Fun races, tandem fatties, bananna suits and slow motion falls in fluff snow + super photography. (2:46)

2017 Pippy Snowbike Festival in Newfoundland. It was all sunshine and bunnies . . . until the race started.  This event had a ride and race, coupled with demos, food and festivities. The 60+ riders had a blast. (5:50)

Fat Bike Race at Table Mountains Poland. Pink tights, mass start crash, a crazy skinny and thumbs up. (4:16)

2017 Snow Bike Festival Gstaad Switzerland. Beautiful scenery, climbs and cows. This four day even ran like clockwork. (3:34)

Chugach Fat Bike Bash in Valdez Alaska. Starts with epic solo downhill carving through the white stuff. Fluffy snow, open water and racing. Look out 2017. (3:46)

Ride on!

Saturday, 28 January 2017

Wren Inverted Fatbike Fork | Full Ride Report

If you have been following this review of the Wren Inverted Fatbike Fork you have already seen Introduction and the Install & Setup.  If not you may want to take a peek them first before jumping into the juicy ride details.

So now its time to see how the Wren handles some real world multi seasonal conditions. 


The test vehicle for the Wren was a 2016 Norco Sasquatch 6.1 that sported a Bluto from the factory.  The white Bluto had 100 mm of squish, an axle crown measurement of 511 mm, a 51 mm offset (rake) and an MSRP of $685 - $715.  The specifications of the Wren (WSF150-110ATK) include 110 mm of suspension, an axle crown of 530 mm, offset of 45 mm and MSRP of $999.

On paper the Wren is slightly taller with slightly shorter rake (more trail) which translates into more stability at speed coupled with slower steering when travelling more slowly.  Descents should also be slightly easier. However, in reality the actual difference in geometry between these two forks is minimal.  But the big question is . . . how does the Wren actually feel and handle in the dirt and snow?

Having almost 12 months on the Bluto it saw all varieties of terrain including: snow (pristine to cratered), ice (smooth to fractured), flowy single track, gnarly cross country and downhill, mud and water, gravel grinds, pavement and untouched back country exploration.  The Bluto did what was supposed to do while exhibiting some flex and mimicking a pogo stick from time to time.

The Wren Inverted Fatbike Fork was mounted up to the Sasquatch and after 6 months (early fall to the dead of winter) it has been exposed to the same terrain and environment.


Simply put, the Wren does what the Bluto was meant to do, but it does it much better.  The design of the Wren makes it much more stable and smooth than the Bluto.  Drop offs can be taken without worry of bottoming out the fork and rock gardens can be taken at whatever speed you are comfortable attacking.

The Wren not only feels solid . . . it is solid.  No hinting of flex, with the only movement happening within the 110 mm of keyed stanchion travel.  And with the Wren being infinitely adjustable, it can be set up for any rider for any conditions and not disappoint.

When installing the carbon bash guards I did have some reservations about the durability of the thin guards that felt like brittle plastic.   Boy was I mistaken . . . those suckers are tough.  Repeated whacks by low hanging branches and shrubs, coupled with slight pecks from a rock or two have resulted in only a few scrapes and scuffs.  I have a new respect for carbon.

The lockout, although no remote, successfully limited the suspension when not needed during gravel/ice grinding on level surfaces.  When heading out bikepacking I did use the lockout for a very short period of time.  Having a pile of gear (4.4 kg/ 10.2 lbs) strapped to the bars I had anticipated that the Wren would be bobbing and weaving like the Bluto had done when I ran a lightly loaded bar bag.  With a tiny tweak of the rebound, and no adjustment to the air chambers, the Wren was actually able to run unlocked while carrying extra gear AND hitting trail humps and bumps. Cool!

During the winter season many people carry their fatties to the trailhead inside their vehicles to minimize road grit and grime.  This generally means removing and installing the front wheel twice per ride.  While a certain amount of finesse is needed to install the axle, the more practice the easier it gets.  Having removed/installed the axle well over 100 times there is no obvious wear and tear to the axle or fork.

A big concern for Bluto winter riders is the tendency of it to freeze. The aftermarket has come to the rescue, but why hasn’t RockShox fixed the issue in its design?  The folks over at Wren Sports state that their fork will not freeze up in conditions that would impact the Bluto.  To date the North Atlantic winter cold has had no impact on the Wren’s performance during winter testing . . . even during a two-hour frozen lake circumnavigation hitting several ice heaves along the way.  Wren Sports, in anticipation of some riders taking the Wren into uber-cold conditions are currently doing testing on polar grade temperature modifications.

While scooting the winter trails one day I spied a narrow snow bridge spanning a two-foot wide trench across the trail.  I though it was solid, but the front tire broke through (at speed), dropped into the deep trench and stopped.  After dusting myself off and straightening my severely twisted bars I inspected the fork.  There was no damage and it continues to track well.

Riding the Bluto aggressively in winter, more specifically into a tight downhill turn, the fork dives and sticks making exiting the turn anything but graceful.  As such, when anticipating such terrain I would lock out the fork.  The Wren does not exhibit such quirky behavior, but instead rebounds as you would expect allowing smoother and faster exits.

It’s pretty common knowledge that the Vee Snowshoe 2XL is one massive tire and is only able to fit the frame of a limited number of fatbikes.  Running it on the front is possible with a rigid fork, but good luck running it on a suspension fork . . . until now.  The Wren Inverted Fatbike Fork with its 5.35” clearance between the upper sliders easily clears the 2XLs girth. Super float and squish . . . excellent!


The Wren Inverted Fatbike Fork is a fine piece of technology and is solidly creeping into the fatbike front suspension market.  Not only have individuals recognized the benefits of the Wren, so have niche fatbike dealers that offer the Wren Inverted Fatbike Fork as standard/optional equipment on bike builds.

Customer service is second to none. You have an issue or question about the fork, or any of the products Wren Sports offer, they are only an email or phone call away. They are super responsive and super helpful.

As the fork is assembled and designed in a modular format all parts can be exchanged for new parts when needed.  If you are unable to get the fork to one of the ever expanding network of service centers, much of the maintenance and adjustments can be done by a competent bike mechanic.

Wren Sports has created a benchmark that all other fatbike suspension fork builders should aim to aspire . . . if they can catch up.

If you are unhappy with your current front suspension, building a fattie from scratch or looking to add squish to the front of your fatbike . . . be sure to check out the Wren Inverted Fatbike Fork by Wren Sports.

Ride on !