Press Release

Yeti Updates the SB165 12

Built burlier than ever, Yeti's freeride and enduro machine is brought up to date with a number of refinements.

Jonathon Simonetti
4/11/2024 9:00am
2024 YetiCycles SB165 T3 Spruce Dark 02

Highlights

  • 63.5-degree head tube angle
  • 76.9-degree seat tube angle
  • 165mm rear wheel travel // 170mm fork travel
  • Threaded bottom bracket
  • High-clearance downtube
  • Dual-density downtube protection
  • Universal Derailleur Hanger (UDH)
  • Secure, fully enclosed internal cable management Compatible with long dropper posts
  • 100% standard sealed Enduro Max bearings Floating collet axle pivot design Compact-wishbone shock extender
  • Boost spacing
  • Sizes: SM-XL
  • MSRP: $6,300 - $9,200
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At the end of last year, Yeti announced the addition of a consumer-direct method for buying any of the bikes in their lineup, and the SB165 is the first bike I've received from them since the announcement. The level of assembly is as minimal as expected, only requiring the front wheel and handlebar to be installed. Yeti provides a shock pump with the bike as well as a small torque wrench and appropriate bits to ensure assembly and setup go as smoothly as possible.

SWITCH INFINITY RECALCULATED

Discover the next-generation of translating pivot suspension designs. Setting new expectations for kinematics, longevity, sensitivity, and strength. All new T-series builds will be equipped with our new Switch Infinity system with improved seals, bearings, and hardware.

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SPEED METAL

Our new pivot designs use 100% standard sized cartridge bearings secured with precision — machined floating collet axles. All bearings are pressed into the linkage assembly vs the swingarm or front triangle.Our new floating collet pivot design uses standard sized cartridge bearings in precision and machined floating collet axles boosting longevity. The end result is perfect alignment and smooth suspension motion every time.

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PATENTED COMPACT WISHBONE & NEW ULTRA COMPACT LINK

Our patented, two-piece wishbone shock extender is used on the SB140 and SB160 ensuring optimal clamping, shock compatibility and ease of shock removal for longer travel applications. An all new ultra-compact, minimalist, 1-piece shock extender was designed specifically for the demands of the shorter travel SB120. Both shock extender styles are achieving the same goals: optimizing leverage rates while pushing the shock forward in the frame. This forward positioning allows for a large range of shock compatibility, decreases standover height, reduces shock tab sizes, increases water bottle compatibility, and increases downtube clearance.

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CABLE MANAGEMENT

Internally routed cable tubes with secure closures at entry and exit points eliminate rattles and cable rub. Whether running a mechanical drivetrain and dropper or a wireless setup, cable management is intuitively easy and quiet.

FRAME PROTECTION

The new downtube protection system features two layers that work together. The foundation of the system is a rubber under-guard that provides cushion against the frame. The external hard cap provides superior impact resistance. The new system brings edge-to-edge protection to the downtube and is easily replaceable. The hard cap is also removable to aid in dropper post cable routing.

HANGERLESS INTERFACE

Hangerless Interface creates the strongest and most precise shifting by allowing T-Type derailleurs to mount directly to the wheel axle and grip both sides of the frame. But Hangerless Interface is also perfect for legacy drivetrains, thanks to the included Universal Derailleur Hanger (UDH).

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FULL DROP

As the capability of our bikes continues to increase, so does their ability to run modern day, full-stroke dropper posts. Our seat tube is shorter to allow for a longer dropper posts. Most riders will be able to use a 150mm dropper posts on Small frames*, 175mm on Medium frames*and 200mm+ dropper posts on L-XXL frames* respectively. *Dependent on actual seat height on specific bike size.

THREADED BOTTOM BRACKET

Threaded aluminum bottom bracket shell with integrated ISCG-05 tabs. This critical drivetrain interface is now more durable, cleaner, and easier to service.

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2024 SB 165 Build Kit Higlights

  • Fox Factory 38 Grip 2 and Fox Factory DHX2 shock • Fox Transfer dropper post
  • MX DT Swiss EX1700 custom wheelset
  • 4 piston brakes
  • ODI Elite Pro grips
  • 220mm front and 200mm rear rotors
  • Maxxis Assegai 2.5 and DHR II 2.4 EXO+ tires • SLS Coil Spring on frame only

UPGRADES

Turg level build kits offer a DT Swiss EXC 1501 Carbon wheel upgrade option for $1,000, while C Series build kits are available with a FOX Factory suspension upgrade option for an additional $600.

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For more information, head over to yeticycles.com.

View key specs, compare bikes, and rate the new Yeti SB165 in the Vital MTB Product Guide.

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12 comments

View replies to: Yeti Updates the SB165

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chamaedorea.elegans
7 months ago

kinematics of an XC bike (22% progressivity) yet showcases a (linear sprung) coil shock when a more righteously fit (progressive) air shock should be the stock option. $4,800 frame. 

ugly❤️

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Milton 26"
7 months ago

I agree, 22% (with a ramp up towards the end) seems a bit conservative. I have personally never come to terms with anything significantly below 30% even with an air shock. With a coil shock you'll have to rely heavily on the bumper or the hydraulic bottom out. Not sure why the did this on the "party" bike. 

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chamaedorea.elegans
7 months ago

I could see this bike formula working out for the aggressive racer who prefers very stiff shocks, typically over sprung, running a slightly too short frame so they can muscle-in their own 'leverage curves' while riding. Old school. 

Oh yeah...the bike designed by and made for Richie Rude.  

Or if you're slow...its still a hell of a pedal bike. 
I see what Sweaty did. Bummer we as consumers always have to imply what a bike is best fit for in reality. 

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Milton 26"
7 months ago

The old one had 25 % apparently. This is a controverse topic, many companies shift back and forth. I believe for an aggressive bike something around 25%-30% makes sense. I am personally willing to trade a bit of occasional back wheel hangup for reserves and predictability. The latter is also controverse, many people argue that a linear bike is more predictable, that's not my view. In my opinion a linear bike releases travel more freely until there is none left, this can be an unpleasant surprise in compressions, overshoots/cases or if bump is more pronounces than expected. To me a progressive bike is more predictable because it get harder and harder to get the travel out of the bike if you get deeper in the travel, and you can feel that there is a limit somewhere near. I also like the bottom out security, the bike just soaks it up. There's also the argument that you rarely use all the travel on progressive bike,as if it was something valuable that needs to be extracted out of the bike to make most of the pennies you have invested. Just get more travel if you need it.

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NicoZesty96
7 months ago

it's litterally the opposite of what you're saying, a very progressive bike will sit deeper into the travel and will be easier to use 3/4 of the travel while hard to use the last 1/4, a more linear bike will have more support towards the mid stroke

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Milton 26"
7 months ago

it will not sit deeper into the travel because it still needs to runs somewhere between 25-30% as a typical recommendation. If you are trying to achieve with a linear frame the same bottom out resistance as with a progressive frame, you're doing it wrong because you will run way too much sag which will mess up your geometry.

So if you create a graph of force as function of travel, you have tree datapoints: 1. (0,0), 2. (travel@sag, force@sag), 3. (max_travel, force@max_travel). So datapoint 1 is fixed, datapoint 2. is more or less fixed as described above, which leaves you with datapoint 3 which is defined by the overall progressivity of your setup (roughly speaking). So the progressivity effects the last 2/3 of travel mostly, as I stated above. This particular frame is interesting because the leverage curve drops significantly in the last quarter creating a nice bottom out resistance, but it's still only 22%. Not saying it's bad thing, but you'll find the bottom on your shock a lot on flat landings with a coil shock, so having a hydraulic bottom out will be really nice with this bike. I personally think a straight leverage curve the achieves around 30% is optimal, and a lot of bikes have converged to this configuration over time.

I get the point, you should not trust the numbers only (especially if you have no practical experience), but math don't lie! A frame gives you a platform that mostly defines the character of the bike and that you can tune according to your wishes, but you are always limited by the kinematics. So if you like linear frames, this one is nice, if not, that's probably not your ticket. 

 

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Mr. P
7 months ago

I agree with a lot of what you are saying and will add that the shock tune will have a significant effect. A travel gobbling rate can be good with significant damping at speed. Maybe less great for freeride, but good for enduro rock smashing at speed.

I have two bikes that are at polar opposite rates and they excel for different riding types. Choose the one that fits your riding. And someone else picks the one for their type riding.

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Jonathon Simonetti
7 months ago

I updated the article with the leverage curve they provided.

I think that a lot of people only look at percentages to dictate how much support a bike will provide and ignore the fact that the percentage of change can start from a very high ratio. This bike starts pretty low and stays there which I like because it doesn't hit a wall of compression but instead feels very supportive throughout its travel. This seems like a smart move to me because, with a coil shock, it has great small bump absorption, but if replaced with an air shock (i.e., Float X or Marzocchi equivalent), the bike is even more supportive and gains some end stroke support from the low volume air can naturally. 

I'm working on getting a full-length review of this bike up ASAP and can dive into more details there, but I wanted to provide some insight since I think the bike feels awesome so far.  

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