Eurobike / Markt: A few weeks ago we briefly presented the new Turner RFX v4.0. Last week we had the first opportunity to take a closer look at the new jewel at the stand of Turner Germany Sales Shocker Distribution and to be shown some of the intricacies.
First of all, an important remark: The Turner RFX v4 will only be available in this country as a frame set (frame, damper, headset) - complete bikes are not planned for the time being. Turner is a US company founded more than 20 years ago by ex-pro and MTB legend David Turner. In 1994, the Turner Burner set new standards in the full-suspension sector, and in 1998 the Turner RFX was one of the first freeride bikes in the modern sense. Now, more than 15 years later, the Turner RFX v4, the fourth version of the veteran, is being sent into the ring – in the guise of a modern enduro.
First the key data: The RFX offers 160mm of rear travel and accepts forks of up to 180mm. Despite the old roots, with the new RFX we have a top-modern bike in front of us. Full carbon frame, the very well-functioning DW-Link rear triangle and a PF30 bottom bracket are just a few of the modern features. However, the designers of the RFX have not completely followed the current trends and so the bike is pleasingly 'traditional' in one place or another. On the one hand, the cables and lines that run completely outside of the frame, with the exception of the seat post, should certainly be mentioned here. A few years ago this would not have been a special feature, but it is now considered good form for most manufacturers to lay the cables in the frame - mainly for reasons of a tidy look.
But not everyone is a friend of this trend, because internally routed lines pose a number of problems, especially for frequent drivers and also frequent screwdrivers. Many frames still have the problem that the cable sleeves inside start to rattle after a while because they cannot maintain the tension. This is extremely annoying, especially on a bike like the RFX, which will probably only rarely have smooth surfaces under the tires. In addition, anyone who has ever laid lines or trains internally will agree that it takes a lot more time and nerves than external lines. With the RFX, these run on the down tube and are fixed in numerous places with clamps so that nothing wobbles or rattles on the outside either.
Another – much more recent – development, especially in the MTB sector, is the new Boost axle standard. The much wider hubs were initially used primarily on the new 27,5+ wheels, but can now also be found on many bikes with conventional tire dimensions. Boost hubs are designed to provide greater rigidity and also offer advantages in terms of tire clearance and chain line. The big problem: Only a few old hubs can be converted to the new standard and in the worst case you have to get a completely new wheel, although you might still have the right size in the garage. That's why a conventional 142×12 rear wheel hub is used on the Turner - the tire clearance is still generous at up to 2,5″.
When it comes to geometry, Turner doesn't do crazy things either. The RFX is by nature neither extremely flat nor extremely long - both developments that have been observed in the enduro segment in the last 2-3 years. A 430mm reach in size L and a head angle of 66° give the bike the necessary stability on the descents without completely robbing it of its uphill ability. Speaking of the steering angle: This can be adjusted by ±1° with the appropriate headset bearing shells, depending on the installed fork length and the intended area of application.
The 3.100g heavy frameset including damper will soon find its way into retail – at a price of around €3.400. You can find more information on the website of the German distributor Shocker Distribution:
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