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Superlight version of the U.P. Combines performance-oriented road geometry & parts with clearance for mountain bike tires up to 2.1″. Part of Bicycling Magazine’s “Ten Greatest Bikes Ever” for its ability to be not just good but great on-road and off-road.
The first U.P. combined road bike speed plus go-anywhere capabilities to start a whole new category. Now original U.P. features such as dual wheel size compatibility and a dropped chainstay are the standard for performance gravel bikes.
The third generation U.P. & U.P.P.E.R. frames are lighter, nimbler and more fun than ever. They also still pass our ultimate test: We only offer frames we want to ride ourselves.
And because we’re “working hard to stay small”, you always speak directly with the people who developed the bikes.
So the position lets you get out of town and reach the gravel/dirt/trails quickly (unlike a mountain bike). Space for big tires lets you tackle any route (unlike a road bike). And you can do that with one type of tire for everything or finetune your ride with multiple wheelsets or tires.
The differences between the U.P. and U.P.P.E.R. are weight and color:
There is no difference between the U.P. and U.P.P.E.R. in geometry, durability, stiffness, tire clearance or capability.
The U.P. fits mountain bike tires up to 2.1” wide. But you can also fit a 47mm RoadPlus tire, 40mm gravel tire, a 32mm cross tire or a 28mm road tire, or anything in-between (exact tire sizes depend on manufacturing tolerances and rim width, so always check and make sure you have 6mm clearance between tire and frame).
More importantly, and more difficult, the U.P. handles well in all these configurations, as customers, media and award judges confirm time and again. So whether you ride it with road or mountainbike tires, on pavement or off-road, you always have nimble, responsive and confidence-inspiring handling.
Probably the most copied feature of the original U.P., but still few fully understand why and how to optimize this.
Chainring(s), frame and tire all fight for space just behind the bottom bracket. Mountain (and some gravel) bikes solve this with a wider crank, but that hurts your pedal stance (Q-factor) and thus your pedaling efficiency.
Instead we drop the right chainstay to move it out of this crowded area, allowing it to be wider and therefore stiffer (twice the width will give you eight times the stiffness!)
Forget “100% hi-modulus aero-space carbon”. It’s not about high- or low-modulus, it’s about the right carbon in the right spot (or TRCinTRS™ as we mockingly call it).
Fact: stiffer carbon is more brittle. So it’s great for stiffness (on the sides of the downtube) but bad for impact loads (for example around the headtube).
Hence the best lay-up is a blend. We strategically place the ultra-high modulus (very stiff) carbon where we can, and tougher grades of carbon where we must. That’s how our frames are both light and durable.
The U-Turn is the first fork truly optimized for flatmount brakes. Standard flatmount front brakes include an adaptor to switch between 140mm and 160mm disc rotors. But nobody should ride 140mm rotors in the front, so it’s a feature without a benefit at the cost of weight, stiffness and complexity.
The U-Turn’s Smartmount is a direct-mount with thru-bolts without adaptors, just like the rear brake. The position of the mount is adjusted to perfectly match 160mm rotors. Lighter, cleaner and safer.
Note: For SRAM or Shimano, remove the adaptor and use bolts recommended for a 30mm “rear chainstay thickness”. For Campagnolo, use a “140mm REAR disc caliper” with bolts for a 30mm “rear chainstay thickness”.
Vertically thin chainstays and seatstays provide compliance, while their lateral width and layup ensure rock-solid propulsion. Truly the best of both worlds.
The downtube drives stiffness, connecting your steering center to your drivetrain. The flat sides places strips of ultra-high modulus carbon where it matters most.
A zero-offset seatpost is lighter & more efficient, so we have designed our seattube angle such that most riders can use a zero-offset rather than an off-set seatpost.
Internal cables & hoses stay clean & protected and frankly, they look better. Our MultiStop design accepts 1x, 2x, mechanical, Di2 and eTap.
This design uses the same threads to hold the thru-axle and lock the derailleur hanger into the frame. Simpler, lighter, optimized for the stiffest thru-axle: Syntace X-12.
Attach your tool/spare/camera/phone/food bag more securely without velcro straps. Bags offered by for example Revelate Designs, Apidura, Dark Speed Works and XLab.
|¹||Rider heights are suggestions; for more accuracy use the stack/reach of your current gravel/cross/road bike or a full fitting session.|
|²||Standover varies with tire size and is measured to the top of the toptube directly above the BB.|
|³||Normalized dimensions to compare to frames with standard seattube instead of our zero-setback seattube design.|
|rider height¹ (cm)||157-170||168-180||178-191||188-201|
|seattube angle (norm.³)||74°||73.5°||73.5°||73.5°|
|toptube length (norm.³)||514||540||560||581|
The U.P. and U.P.P.E.R. are such versatile frames; there are many ways to spec your dream bike. Wheel size, tire size, mechanical or electronic drivetrain, 1x or 2x, the list is endless. Our Bike Of The Month builds shown below (including specs) are meant to inspire you for your own build.
S, M, L, XL
Shimano GRX RX810 1×11 42, Force 1 mechanical 1X drivetrain with hydraulic brakes, SRAM FORCE AXS DISC, Shimano GRX Di2 RX815 1×11 40
Black Inc Thirty, ENVE G27 650B, FULCRUM RAPID RED 5 DB 650B