Why Titanium?

Titanium isn't just another frame material—it's the one riders dream about.

From the first ride, titanium feels different. It has a lively, compliant ride that takes the sting out of rough terrain without sacrificing precision. Trail chatter disappears, big hits feel more controlled, and the bike maintains an incredible sense of composure when the trail gets fast and violent.

Unlike carbon or aluminum, titanium naturally absorbs vibration while retaining exceptional strength and responsiveness. The result is a ride that's smoother, less fatiguing, and inspires confidence when you're pushing your limits.

Titanium also offers unmatched durability. It doesn't rust, resists corrosion, and shrugs off years of abuse with little more than cosmetic wear. It's the kind of material that's built to last a lifetime, making it the perfect foundation for a bike designed to be ridden hard.

Why a Titanium Front Triangle?

Every part of the frame has a specific job.

The front triangle is where the rider connects with the bike, making it the ideal place to take advantage of titanium's incredible ride quality. Its natural compliance reduces vibration, improves comfort, and helps keep the front end planted through rough terrain.

The rear triangle, however, has different priorities. Suspension performance depends on a structure that's exceptionally light and torsionally stiff, allowing the suspension to work with maximum precision. That's why the rear end is built from high-strength 7005 aluminum with a precision-machined 7075 upper link. This combination delivers the stiffness, durability, and low weight needed for responsive suspension and razor-sharp handling.

By using each material where it performs best, the frame combines the unmistakable ride quality of titanium with the efficiency and precision of a purpose-built aluminum rear end.

It's not about choosing one material over another—it's about engineering every section of the bike to do its job better.

• Headset- 44/56mm
• Seat Post- 34.9mm
  (Comes with a CaneCreek 31.6mm or 30.9mm Shim upon request)
• 180 post mount rear brake
• Rear hub - 148mm boost
• Rear Shock- 225x75 trunnion with a 25x8mm lower bushing
• 27.5 rear wheel only

• What changes to the shock are needed when changing travel? 
  1 turn of rebound for every hole moving up.
  
  
• Do I need to change my spring or air pressure when changing holes? 
  Yes. It's about 25-50lbs difference per hole. (Higher the hole the more the spring weight). But the system is happy to run with no spring changes too. I recommend the perfect spring weight for the middle hole. And adding some HS compression when going up a hole. And less compression when going down a hole. I often do this and it's magically fine with the special leverage rate curves in each hole.

• Does the suspension work with Coil or Air shocks best? 
  Both work fine on the bike. Every shock I've tried so far has been working great.

• Where do I mount the Idler Pulley for each travel settting? 
  The golden rule is -Mount the pulley as LOW as you can. IF it can be mounted lower, do it.

• Can it run a belt drive?
  No. The Ripperatti shares the same rear triangle and linkage as the Fastarossa. To run a belt drive, it would require a custom flat chainstay to provide the belt clearance and tension needed for proper operation. A belt system would also add weight. The belt cogs and tensioner together are over 1 lb heavier than the chain drivetrain. Finally, a belt drive isn't compatible with the Ripperatti's ability to switch between Mid-Pivot and High-Pivot configurations. Changing pivot modes would require a different belt length and a different skid plate, making the system far less practical. In short, the chain setup is lighter, tight, quiet, and simpler to service, and fully compatible with both pivot configurations—making it the best choice for the Ripperatti.