Press Release: Cascade ComponentsWe are excited to bring you our SB130 and SB150 links. Both of these links improve the suspension's square edge performance, small bump sensitivity, mid-stroke support, and bottom out resistance. This is accomplished through an increase in progression and a slight increase in travel. The amount of speed these links will allow you to carry while being confident in traction for breaking and ability to absorb large impacts is quite confidence inspiring.
Both the SB130 and SB150 links are offered in black, silver, and orange
These links have been out for a little bit, but due to initial demand we have waited on the official release until stock levels have stabilized. We will have plenty in stock and available to ship next week. Because the links have been out for a little, if you're curious about whether or not the links really do what we claim you can find info on that in various forums and groups. As we've said before, if it isn't the real deal we don't make it.
SB130 LinkOur SB130 link is designed to work with both the stock shock size and the longer stroke "lunch ride" shock size. Since both of these shocks are the same eye-to-eye length, the set ups share the same unweighted geometry. Keep in mind dynamic ride height is what really drives a bike's feel. If you run the same percent sag with the longer stroke shock it will sag a large distance at the wheel and result in a lower BB and less anti-squat at the sag height. Speaking of pedaling, this link is designed to have similar pedaling performance compared to the stock link, however it excels on technical climbs where better traction is nice.
• 135 mm of travel with stock shock, 140 mm with 210x55 (lunch ride) shock
• Increased to 25% progression over 15% with stock link
• Slackens bike 0.5 degrees and lowers BB 7 mm
• Sealed Enduro MAX bearings (same as stock)
• CNC'd out of 6061-T6 in the USA
• $269USD
SB150 LinkThe SB150 link is designed around the stock shock size. One of the goals of this link was to improve performance with larger volume air shocks as well as coil shocks. Despite having a similar progression percentage to the SB130, this set up provides more bottom out resistance because it's used in conjunction with a longer stroke shock. If you have ever felt like the rear can get a little hung up on square edge hits, this eliminates that feeling.
• 155 mm of travel with stock shock
• Increased to 26% progression over 17% with stock link
• Slackens bike 0.5 degrees and lowers BB 7 mm
• Sealed Enduro MAX bearings (same as stock)
• CNC'd out of 6061-T6 in the USA
• $269USD
For more information please visit
cascadecomponents.bike/yeti-linkages.
One of the Yeti links on the machine
Just had my opinion about it much like your response is your opinion about it. Why be a d*ck about it?
Ya need to think about this a little bit longer ... those of us who can tell the difference will be all over this product and will yammer for one to fit their bike.
I just popped for some offset bushings, super excited to try those out!
I do also worry that we're getting to a point where people seem to fear using all their available travel. Bryn Atkinson did an insta post a while ago talking about how he often plays around with removing all volume spacers from his fork in order to use more travel.
Why get different tires and have your shock/fork tuned on your mountain bike?
If the stock stem and bars are good enough for the the Karen's and Joey's, why change yours?
The link increases the leverage ratio at the start, and reduces it at the end, so I get that it will improve small bump compliance at the start of the stroke and bottom out at the end of the stroke. But the leverage ratio line is pretty much parallel to the stock link until the final 20% of the stroke, so what's the difference in the middle of the stroke? As a proportion of the initial leverage ratio, the mid-stroke leverage ratio is the same between the two shocks.
If anything, you might end up running proportionally less air in the new link compared to the stock link as the bottom out force is greater on the new link. The actual pressure might be higher to account for the higher leverage ratio, but the amount of extra pressure you put in for the new link will be less than the extra you would have put in if the lines were parallel all the way along the stroke. Wouldn't this give less force in the middle of the stroke than the stock link? If, say, the leverage ratio has gone up 10% at the start of the stroke, you might only put 5% extra pressure in, as the bottom out force is increased. This will give a softer initial stroke. But if the leverage ratio in the mid stroke has also gone up 10%, then increasing pressure by 5% will lead to a softer mid-stroke, not a firmer one?
The increased leverage ratio for the first 75% ish of travel means you would have to run more preload/air pressure with the new link over the standard in order to achieve the same amount of sag, this means you actually have a firmer spring rate, which is negated by the increased leverage ratio, so no actual difference.
The main effect is a slower shaft speed on the shock in the first 75% of travel, which means a reduction in damping if you don't touch the dials after switching the link over.
So the claim of increased small bump compliance and square edge performance is true if you don't adjust the shock, however, if you want the same damping support and feel as before, as most likely would if they had their shock dialled, you would increase the damping to compensate and end up with suspension that feels no different to the old link for the first 75% ish of travel.
So basically if you change the link and increase your air pressure/preload and damping to suit, you wouldn't notice any difference for most of the travel.
The new link would require substantially more force to bottom out though, which is where the claim of 'increased mid stroke support' comes from, its a misnomer as it doesn't give more 'support' (actually less if you didn't increase your damping to match), it just means you will spend more time in the 'middle of the stroke', as the shock won't spend as much time [wallow] in the last part of its travel.
Also, 269$ for a single-pass machined alu piece and 2 bearings... mhhh congrats!
Are you a machinist? I am a machinist and see at least 3 setups with 3 to 4 tool changes, then there is the programming time, engineering time, anodizing, etc. Everyone thinks CNC machining is easy having no idea what is involved.
How would this link compare to just adding in volume reducers? Im running my SB130 with no spacers but have the air pressure quite high. Yeti recommends 218 PSI but im currently at 245 PSI @~190 lbs rider weight. My sag is spot on 29%.
I upped the pressure 10 PSI to have the same sag setting, backed out the High speed compression 3-4 clicks and increase high speed rebound a few clicks. Magic carpet now
What is a joke to me is that YETI was the most grass roots dirt bag race team in the effin world in the 90s. The YETI race support box truck had it's lights on until wee hours of the morning and the racers were gritty to the core. They still are in my book, and a lot of bass riders choose YETI.
Loser haters need to stay up makin money so they can buy what they want instead of spending their time hating on what they are jealous of.
Yeah, getting a 4k frame with the need for a suspension retune. #winning. And the many corresponding replies that used the word "haters".
BUT the concern is; has @CascadeComponents validated that the higher leverage ratios that these link are putting out, can be handle by the carbon frame? Specifically can the layup of the carbon handle the greater forces or are people going to start damaging frames, voiding warranties, etc?
I'm not a sceptic, but being an engineer myself, there is usually a reason why "low hanging fruit" such as this isn't "picked" during the initial design.
Yeti hit the right compromise with the stock geometry and leverage curve for most people IMO.
I wouldn't compromise a lower BB for the optimized kinematics for my trails in New England. I'm already getting lots of pedal and bash guard hits, I doubt the "increased mid stroke support" would overcome the 7mm drop enough to make that issue better.
Great option for someone on faster or more open trails looking for ultimate suspension feel though.
I recently ordered a Yeti SB130 (150mm x 130mm x 29er) to replace my Cannondale Trigger (150mm x 145mm x 27.5) bike. I have found my current 145mm rear travel to be sufficient for my riding level and the type of chunky trails I end up riding - I am a little concerned about going down to a 130mm travel rear shock.
I have been considering what options are available to increase the rear travel of the SB130. Would adding the Cascade Components Link by itself (no shock upgrade or volume spacers) be a "sufficient" upgrade to the rear travel (135mm) to get it closer to my current bike travel?
A friend who is very technically in tune with his V1 Sentinel (and an engineer) has had a similar appreciation for what these links offer.
Kasper is killing it in Canada right now. I wonder what link he is using? Maybe this link is just for average Joe riders?