JAMIS CATALOG 2011 Eng.pdf

2011 JAMIS BICYCLES

PRODUCT CATALOG

2011 TABLE OF COnTEnTS

It’S whAt wE do.

4-5

CArBon FIBEr dEMYStIFIEd

6-7

SUSPEndInG rEALItY

8-9

PoSItIVE trACtIon - JAMIS dUAL SUSPEnSIon

10-21

DAkAR XCT

12-15

DAkAR SIXFIFTY

16-17

DAkAR XCR

18-19

DAkAR XC

20-21

ELEMEntAL ConnECtIon - JAMIS hArdtAILS

22-39

DAkOTA d29

24-25

EXILE 29

26-27

DRAGOn SERIES

28-29

DAkOTA dXC

30-33

DURAnGO

34-35

TRAIL X

36-37

kOmODO

38-39

zEro CoMProMISE - CoMPEtItIon roAd

40-49

XEnITh SL

XEnITh TEAm Di2

XEnITh ELITE

XEnITh ELITE FEmmE

XEnITh PRO

XEnITh RACE

XEnITh RACE FEmmE

XEnITh COmP

XEnITh COmP FEmmE

trIAthLEtE / tIME trIAL / trACk

50-53

XEnITh T-SERIES

50-51

COmET

SOnIk

CYCLoCroSS

54-55

SUPERnOvA

nOvA PRO

nOvA RACE

PErForMAnCE / FItnESS roAd

56-67

XEnITh EnDURA SERIES

56-59

vEnTURA SERIES

60-63

STEEL PERFORmAnCE SERIES

64-67

FrEEdoM - toUrInG & FIXIES

68-73

AURORA SERIES

70-71

BOSAnOvA

SPUTnIk

BEATnIk

tIME to rIdE - CoMMUtInG / FItnESS

74-85

COmmUTER SERIES

76-77

CODA SERIES

78-79

ALLEGRO SERIES

80-83

ALLEGRO X SERIES

84-85

BACk to BASICS - JAMIS CoMFort BIkES

86-99

hUDSOn SERIES

88-91

CITIzEn SERIES

92-93

EXPLORER SERIES

94-95

EARTh CRUISERS

96-97

TAXI & BOSS CRUISERS

98-99

FUn...And EASY - JAMIS YoUth BIkES

100-105

mULTI-SPEED

102-103

JUvEnILE

104-105

2011 SPECIFICAtIonS & GEoMEtrY

106-119

Founder, George Joannou making a visit to our tire plant:

September, 1964

Current President, Carine Joannou enjoying an original Dunelt Bicycle in

our Miami Warehouse: October, 1960

Current VP of Product Development, Greg Webber pedaling it

a few thousand miles to the west coast: July, 1976

Carine Joannou and Greg Webber today. Nothing motivates these

two more than the idea that a bicycle has the power to positively

change lives and the world.

bicycle science, cycling fun. it’s what we do.

When Jamis was founded in the 1970s, there wasn’t a lot of science in cycling.

There wasn’t even a lot of variety to the bicycles on the market. All frames

were steel. So were their forks. All road bikes were 10-speeds (and we’re

talking about the total number of gears here—not the number of cogs out

back). Cruisers were the only other bikes available, besides a few English

3-speed city bikes and their imitators. mountain bikes were still years off in

the future.

Designing bicycles back then didn’t take any science whatsoever—there

simply weren’t enough choices and options. So we built from the gut. We

designed bikes to be fun. And people started to like our particular brand of

fun, enough to buy into it, and we started to grow.

Today’s Jamis lineup—the bikes illing the pages you hold in your hands—

involves a mind-blowing amount of hard science and serious engineering

chops. Our 2011 line includes more than 100 models with frames of carbon

iber, lightweight aluminum alloy or steel (very much changed from 1970s

steel, but steel nonetheless). And the variety! Lightweight road racers, robust

touring bikes, hardtail and full suspension trail bikes and cross-country

racers. Cruisers and town bikes and dedicated commuters. And that’s not

counting some of the more esoteric bikes like ixies, touring cycles or the best

kid’s bikes on the planet.

We love the science of bicycles, and we’re in it so deep we’ve devised our own

carbon iber technologies like our near net molding manufacturing process.

But one thing we haven’t forgotten is how all this science just helps enhance

what got us into this in the irst place—fun.

A good bicycle is a joy. A great ride on a bicycle is an experience to savor. And

if you accumulate enough of those savory experiences, well, they can change

your life. That’s why we ride, that’s why we’re so thrilled to be able to design

bikes that are more fun. Because cycling is the kind of fun that’s everlasting.

That’s life-changing.

In the 1930’s, a young man named George Joannou left the island of Cyprus

in search of a better life. After a few months in the Uk earning his steamship

fare to cross the Atlantic, he immigrated to America where he was surprised

to see so many bicycles with fat tires and single speeds. George set out to

change that, and did so by being among the irst to import and distribute

famous English 3-speeds brands like Dunelt, Armstrong and hercules.

In the 1970s, a kid named Greg Webber set out to ind himself, riding his

bicycle across the country. he stopped for awhile in Florida to earn a little

cash as a wheelbuilder at a tiny bicycle company run by Ron Jamis, and he

never left—Greg’s our vP of Product Development and oversees the design of

every single Jamis bicycle.

In the 1980’s, daughter Carine Joannou pledged to her father George before

he passed that she would ensure his company and his legacy would carry

on, would grow, would prosper. her irst steps were to secure East Coast

distribution rights to some of the biggest BmX brands in the business at the

time. Later in the 80’s, she acquired Jamis and the steady, stable growth of

G. Joannou Cycle and Jamis Bicycles since she took the baton from her father

nearly thirty years ago has been nothing short of remarkable.

So we’re keenly aware of the transformative power of the bicycle. We’ve

witnessed it irsthand. We’ve lived it. Are living it. And it’s why we’re committed

to so many cycling categories—this is our opportunity to reach as many souls

as possible.

Transformation is exactly what’s happening in cycling today, on so many

levels. Bicycle commuting is up in cities all over the country. People have

been inspired to get off their couches and tackle a century ride, or take multi-

day cycling trips courtesy of philanthropic fundraisers like the Leukemia and

Lymphoma Society’s Team in Training and the AIDS Ride. Schoolyard bike

racks are crowded again, as kids discover the mobility and fun of ixies, too-

hip cruisers and city bikes. Bicycles are enjoying newfound popularity on

college campuses and local bike paths.

And the bikes themselves are changing, in ways we’d never imagined. Our

state-of-the-art road line, Xenith, uses super-high modulus carbon iber so

reined you would’ve had to be a defense contractor to procure some just a few

years ago. And it’s available with electronically actuated shifting, something

we’d never have imagined in the recent past, and it still drops our jaws as we

experience shifting perfection at the push of a button. Every time.

On the mountain bike side, we’ve never had such a wealth of top-level

choices. Carbon chassis hardtail cross-country conquerors like our Dakota

dXC, or carbon full-suspension XC racers like the Dakota XCR. All-mountain

machines like Dakar XCT. Big-wheel bikes like Dragon 29 and Dakota d29, or

the full-suspension, 650b-shod Sixifty. not to mention long-travel hardtails

like komodo, and our new-for-2011, better-than-ever mp4 suspension design.

We tune and reine relentlessly. Every single platform. Every frame. Every size.

There’s a lot of science involved in bringing this huge variety of bikes to fruition,

to see them through from pencil sketch to computer monitor to production

reality. It takes serious work to give each of them a distinct personality that

balances a focused sense of purpose with the versatility to be more than just

a one-trick pony. And with the number of late nights and double espressos we

burn through to make it all happen it’s easy to get caught up in the minutiae

of carbon iber lay-ups, heat-treated aluminum alloys, shifter technologies

and tire compounds and gearing strategies. And while we’ll freely admit to

loving this aspect of bicycle design, so much so that we’ll talk it up for hours,

proudly pointing out slick technical aspects of our bikes at bike rallies, trade

shows and, yes, even this catalog—we haven’t forgotten why we got so heavily

into the science in the irst place.

It’s all about the fun. It’s about making bicycles more accessible, more

affordable and more capable. Because that’s what makes cycling one of life’s

iner addictions—being able to take yourself places with a minimum of effort,

willingness to turn those pedals over.

Ultimately, we know the bicycle is simply a vehicle, a means of getting you

from one place to another. But we also know there’s more to it, that a bicycle

can move you to another place—spiritually, emotionally and physically. That’s

the true power of the bicycle. And that’s why we’re proud to keep making our

bikes better, more capable, and more fun than ever before.

This is our high water mark. There’s never been a better, more capable crop of

new Jamis bicycles, with more depth and variety. And, we hope, there’s one in

the lot that speaks to you, and your particular brand of fun.

And then there are our itness bikes, purpose-built commuters and touring

bikes. Our ixed gear urban rockets, Sputnik and Beatnik; and fast city haulers

like Commuter and Allegro. not to mention long-day road bikes like Endura

and ventura.

carbon fiber

demystiied

Carbon iber represents the very pinnacle of bicycle technology. It’s the stiffest, lightest, most tunable material cycling’s

ever seen. It’s straightforward science, often obscured by marketing. We’d like to change that.

Just remember—a bicycle’s ride and handling aren’t determined by materials alone, any more than the quality of a bottled

wine is determined solely by the grape. Process and method have as much inluence as the material itself, if not more.

CARBON, SOURCED AND DEFINED

Carbon iber consists of extremely thin ibers composed of carbon atoms

microscopically bonded together in crystalline form, aligned parallel to the

iber's long axis. Twist these ibers together and you have a yarn, weave that

yarn and you have carbon cloth.

Fiber ilaments are rated by tensile strength and modulus (stiffness). Code

words are T-1000, T-700, m50, m40, or m30, but high tensile strength

doesn't necessarily denote high modulus, or vice versa. Resin binders (aka

plastics) bind the ibers together and hold them in alignment, and are a

critical determinant of the inished structure's weight and strength. Too much

resin and you'll have a heavy, dead feeling frame. Too little and you risk iber

separation and failure.

many manufacturers use carbon iber pre-impregnated with resin. We source

our carbon iber from the most trusted names in the business—Toray, Toho

and mitsubishi—and spec resin binders from specialists in that ield for

optimal iber-to-resin ratios and enhanced impact resistance.

OMNIAD

• Xenith SL

TRIAD

• Xenith T2

• Xenith T1

DYAD ELITE

• Xenith Team & Elite

• Dakar XCR Team & Pro

• Dakar XCT 4 & 3

DYAD ULTRA

• Xenith Pro & Race

• Xenith Endura 3 & 2

• Dakota d29 Team & Pro

DYAD PLUS

• Xenith Comp

• Xenith Endura 1

• Dakota dXC Pro

R&D/MANUFACTURING

We’ve designed, built and ridden carbon iber monocoques as well as

tube-and-lug carbon frames, and our monocoques were always lighter,

more durable, and simply rode better. materials overlapped in lugged frames

weigh more, concentrate stress at the bonded joint, and contribute to a

deader frame feel. monocoques are completely uniied, stresses are

distributed over a greater portion of the frame structure, and that makes for

a lighter, stiffer, stronger frame and one that rides with a snap and liveliness

that’s its own reward.

100% super-high modulus

m40 carbon iber, with a 1k

high modulus outer weave

and impact-resistant resin

binder, near net molded.

Super stiff. Super light.

Super expensive. Super fast.

Super-high modulus m40,

high modulus m30 and mid-

modulus T700, with a 12k

outer weave for the lightest,

stiffest possible aero frame

still offering a degree of

damping comfort.

high modulus m30 and

mid-modulus T700, with a

12k outer weave, for optimized

weight and stiffness. (The

Dakota dXC Team is made with

Dyad Super Elite materials and

lay-up –super-high modulus

M40 and high modulus M30

-- then it is Near Net molded for

superior compaction and less

weight, and is inished with a

high modulus 1K outer weave,

just like the Xenith SL.)

high modulus m30 and

mid-modulus T700 with a

12k outer weave, with more

mid-modulus iber and less

high modulus iber than on

Dyad Elite. This blend offers

greater impact resistance and

more comfort over Dyad Elite

frames, with less than 100

grams additional weight.

mid-modulus T700 and other

carbon composites, with a

lay-up minimizing cost while

maximizing comfort & impact

resistance, delivering a high

level of torsional stiffness to

optimize power transfer.

carbon iber according to the schedule our engineers assign. Just because

it’s hidden beneath a cosmetic layer of 1k, 6k or 12k weave doesn’t mean

it isn’t there, and it’s no less skillful or signiicant than precision welds or

brazing work.

These carbon iber swatches are laid up on a silicone mandrel, one at a

time, in an interwoven and overlapping pattern. As each section is complete

the silicone mandrel is removed, each section is joined to the others, and

expandable air bladders are run through the frame. The frame goes in a steel

mold, the mold goes in an oven, bladders are pressurized, the oven is heated

to melt and disperse the resin, and then the whole thing is cooled to harden

and cure.

A monocoque’s structural integrity relies heavily on the lay-up schedule, the

master plan for the location of each and every carbon ply. We start with Finite

Element Analysis (FEA) software that visualizes where structures bend or

twist and simulates the distribution of stresses and displacements, allowing

us to design, reine and optimize the materials and lay-up before cutting

molds and burping prototypes, which are relentlessly fatigue- and delection-

tested for every frame size. Failures get kicked back to the lay-up room for

some material massaging and ply re-arrangement until they’re good to ride.

All these steps are necessary to ensure compaction, which is where it’s at for

carbon iber structural integrity. That’s why we’ve taken monocoque molding

technology to the next level with our near net molding technology (featured

on the 2011 Xenith SL and the Dakota dXC Team), a revolutionary process

utilizing air bladders and a polystyrene pre-form core that recedes as the oven

heats, assuring an interior that is “near net” in inish, without the wrinkled

iber or resin pooling common in most of today’s carbon frames. Every gram

of resin has been compressed, every length of iber has been lattened and

aligned.

...AND MORE

There’s a whole lot more to say about what makes our carbon frames and

forks better, like how most carbon frames use outer skins of purely cosmetic

weaves and lower grade ibers. We use a high modulus 1k outer weave on our

Xenith SL and Dakota dXC Team frames that contributes to higher strength

and stiffness while reducing weight. Signiicantly.

handling, with neutral cornering and hands-off-the-bar stability. There’s

absolutely no lex or meandering when sprinting out of the saddle and over

the front wheel, and no dive when pulling on the brakes heading into a turn.

Then we suit up for the hard part of our job. Ride! We ride and record, ride

more and record more. We enlist our pro riders for evaluation and comment.

The beauty of carbon is its ability to be easily tuned by manual manipulation

of the plies, like tensioning a drum head or guitar string for absolutely perfect

ride quality, the balance between stiffness and resilience, the ability to feel

the road.

If this is all starting to sound like the sort of hype we promised to dispel,

forgive us. We know we’re on to something and we just want to share it. If

you need some credible, objective insight and feedback to verify our Xenith

claims, just check out the video review of the Xenith SL by cycling legend

Frankie Andreu for Cyclist village. Or better yet, head on down to your Jamis

dealer for a test ride. It’s all hyper-bull until you click in and put it down.

Every Xenith frame also features asymmetric chainstays, for absolutely

eficient power transfer from pedal to wheel with a drive side chainstay that’s

10% larger and an incredible 30% stiffer to offset drivetrain-induced lex.

After hours of hand inishing, before heading on to the painters and clear

coaters, EvERY frame is weighed to make sure it’s neither resin rich nor resin

deicient. We also measure the stiffness of each frame in 6 critical areas as a

check on lay-up production, guaranteeing every frame we produce will deliver

the ride qualities we deined and demand.

Our Xenith fork features full monocoque hollow construction from dropout to

steerer top, just like our frame, with a 1.5” crown and an inner-leg reinforcing

rib that provides exceptional lateral stiffness for quick-but-predictable

It’s important to remember every carbon frame is handmade. There’s a skill

and artistry to accurately applying small squares, rectangles and triangles of

The proof is in the pedaling.

suspending reality

why mp4, mp3 and mp2 make you better

All right, we’ll come right out and say it now: There is no such thing as the perfect suspension. There simply can’t be, given the number of trails,

the different styles of riding, the various skill levels we all possess. No wonder there are so many viable designs to choose from.

And that’s the key word there. viable. Because despite the variety in suspension

designs, terrain and riding style, the primary goal of suspension science is

pretty simple—absorb impact, negate pedal bob and neutralize brake-jack

or rotor-dive while keeping tires in contact with terrain. Today’s shocks are so

incredibly smart, they’re able to do the lion’s share of determining where the

motion’s coming from—whether it’s the legs and pedals, or the terrain. So

between today’s shock technology, and these simple suspension goals, there

are plenty of available designs that can accomplish the task.

EMBRACING ASYMMETRY

For 2011, all of our dual suspension designs feature asymmetric chainstays,

with an elevated straight stay on the non-drive side and a dropped, curving

stay on the drive side. A straight stay uses a shorter, lighter length of material,

and because it’s better aligned with suspension forces we can pare even more

weight from it without giving up rigidity. The drive side is dropped and curved

to clear the front derailleur and chain, and it’s shored up a bit since it also has

to resist drivetrain forces. It’s not the esthetically balanced look we’re used

to, but the net result is less weight, more rigidity, lots of tire clearance and

smoother suspension action.

A stiffer front end reduces brake chatter and gives you better steering

precision. Plus a more rigid control center lets you muscle your way out of

ruts, blast through rock gardens, and hold your line while bombing g-outs

and railing through berms.

REAL WORLD PERFORMANCE

We believe in the power of design and details, and Jamis does both right.

From pivot placement, to just the right size tubing and materials, to the

component package, to frame alignment, it’s the manufacturing and parts

speciication details, not just the suspension design, that makes or breaks the

ride. And we believe nobody is better at this game than we are.

What separates the winners from the pack isn’t design, but execution. And

that suits us just ine—because when it comes to detailed execution, we’re

unbeatable. (need proof? Drop by and see the roomful of editor’s choice

awards we’ve earned for our bikes—no technical trickery there, that’s the

power of meticulously perfect detail and execution.)

BUILT TO LAST

Lightness is good, but strength is paramount. That’s why we spec 10 mm

shock hardware, oversize pivot bearings and high-grade fasteners throughout

the suspension. You get greater lateral stiffness and torsional rigidity, which

pays off in better handling and power delivery that more than makes up any

time lost by carrying a few additional grams.

If you’re shopping for a bike, you owe it to yourself to check them ALL out.

keep your eye on the big picture—does it it your physique, your trails and

riding style? In the end, what matters most is how the bike performs, in real

woods, on real trails, for you. Just be sure you try a Jamis—we think you’ll like

the way it works in the real world.

PIVOTAL MATTERS

All great engineering is based on simplicity. Find the most elemental solution

possible, reine it, reduce the complexity, and you’re done. And that’s how our

mp4 suspension has evolved.

We carry that weight as low as possible, which is why we like our low shock

mounting position that lowers the center of gravity for better handling. And

we believe in the structural bracing power of the triangle. having two of them

in our suspension designs makes for a stronger, stiffer frame, qualities we

maximize by keeping those triangles as small and tight as physical geometry

allows for any given frame size (and also offers the lowest possible standover

for the rider).

Some of the other guys would have you believe complexity is a good thing,

outitting their designs with so many pivots and bellcranks it’s a wonder the

wheel can move at all. We’re not convinced.

A simple design requires fewer parts, which takes less material and structure,

which means less weight. And it also means fewer bearings, eliminating

weight while reducing unwanted movement (every bearing has a little slop—

the more bearings you have, the more slop you get).

We’re also adding a little bit of extra weight in the form of the 135x12mm

maxle thru-axle, which we use on our XCT and Sixifty B designs because

it just brings so much to the table. There’s a huge payoff here—threading

the rear axle into the dropouts really ties the whole rear triangle together,

boosting torsional and lateral stiffness—so you get more eficient power

delivery, and handling improves markedly since the rear tire’s forced to track

directly behind the frame. Suspension pivots last longer, with less binding—

and you experience better control under braking, with less ishtailing. It’s a

win!

Our mp4, mp3 and mp2 designs rely basically on a single primary pivot,

located just above and behind the bottom bracket centerline. Because

this single pivot takes most of the load we don’t need a plethora of heavy

bearings—just this and two other really, really good ones (where the seatstays

connect to the bell crank and where the bell crank connects to the frame).

And because everything happens at this one primary pivot, we can place it in

such a way that it minimizes braking inluences, reduces pedal kickback and

unwanted movement due to chain tension. nice!

THE LOW LEVERAGE ADVANTAGE

We’re huge believers in low shock leverage ratios -- the mp4 design comes in

at 2.6:1, and some of our models even hit an extremely low 2:1 wheel-to-shock

travel ratio. This is really important, when it comes to suspension smoothness

and durability.

For one thing, you get better performance from the shock with a low leverage

ratio. There’s less force being taken up by the shock, which reduces stress on

the shock internals. And because you’re employing more of the shock’s throw

for the fat part of the travel curve, the suspension action is much smoother

and better controlled.

CONTROL CENTER

A better rear suspension means you’ll go faster. And that places more

demands on the fork. more speed translates into higher cornering forces and

braking forces, which is why we’ve beefed up the front end on almost every

Jamis mountain bike for 2011, with a tapered 1-1/8” – 1.5” head tube.

The seatstay pivot improves geometry with a consistently near-vertical axle

path throughout the wheel’s travel, for better suspension movement over tiny

stutters and big hits alike. And structurally, the bellcrank helps shore up the

rear triangle against lateral movement and improves torsional rigidity so the

rear wheel stays in plane—there’s no wandering or ishtailing because the

axle’s so well controlled.

A low leverage ratio means you don’t need super high spring rates, which

translates to improved shock sensitivity. External rebound and compression

damping adjustments can be made in much iner increments, which wouldn’t

make an appreciable difference on more leveraged designs. You can make

better use of the shock’s tuneability (and today’s shocks are impressively

tuneable).

The fork transfers most of its force into the frame via the lower headset

bearing, and a 1.5” lower headset is markedly stronger than the old 1-1/8”

standard. A full 1.5” head tube would accomplish the same task, but that

oversize top bearing is overkill—it just bulks up the front end and adds

unnecessary weight, which is why we’re glad most fork makers are embracing

the tapered steerer design, so we can employ this frame spec without limiting

our fork options.

And our pivot placement creates a slight rising rate geometry at the shock/

spring. This means you don’t get a sudden ramp-up as the suspension

compresses—there’s nearly linear response in the fat part of the travel curve,

for supple action over stutters and medium hits, with a bit of ramp-up as you

approach the travel limits and a nearly bottomless suspension feel that’s

ideal for short-travel XC designs like Dakar XCR, and mid-travel rigs like

Dakar XCT and Sixifty.

What’s more, a lower spring rate lets you employ a physically lighter coil

spring, or in the case of air springs you can use less pressure, which improves

shock sensitivity and vastly extends seal life.

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