Yeti ASR T5 Final XX SL Overview

Yeti Cycles is a model with a wealthy and storied racing historical past. Surprisingly, Yeti hasn’t had a full-blown cross-country race bike in its lineup because it stopped making the ASR in 2018 — till it launched the all-new ASR in March 2024.

Yeti went all-in to make the brand new ASR a thoroughbred MTB XC race machine able to going toe-to-toe with the quickest bikes available on the market. With a superlight body, progressive XC geometry, 115 mm of rear wheel journey, and quite a few well-spec’d builds, it is a fashionable XC race weapon.

Final spring, I had the prospect to check the top-of-the-line ASR T5 Final XX SL Transmission ($13,900) construct for a number of weeks earlier than its launch for a first-look overview that was revealed on our sister website, Bikerumor.com. The parents at Yeti have been sort sufficient to let me hold it for a couple of extra months to proceed placing it via its paces. My take a look at interval culminated with 2 days of intense racing on the Downieville Traditional.

Briefly: The brand new ASR marks Yeti’s triumphant return to the sharp finish of the cross-country race bike market. That is the lightest and quickest mountain bike I’ve ever ridden, elevating my efficiency to a complete new stage. The construct I examined is wildly costly. But it surely contains all the newest tech and there are a number of different inexpensive choices to select from. Whichever model you select, the Yeti ASR is a correct race bike, however it will probably do extra than simply race.

Yeti ASR T5 Final XX SL Transmission Overview

As a full-time product reviewer and editor, I’m privileged to strive issues that I’d by no means have the ability to afford. Positive, I’ve examined a few S-Works Turbo Levos in my life that flirted with the $15,000 mark. However till I swung a leg over the ASR, I’d by no means ridden a nonelectric mountain bike that price greater than $10,000. 

Even then, I often don’t get to hold on to them for greater than a month or two. It was an actual deal with to have the ability to experience such an unimaginable bike for five months or so. It additionally gave me the prospect to go properly past my first impressions. I acquired to see how the ASR carried out long-term with a correct quantity of beating and in an precise race. 

In my launch article on Bikerumor, I lined the ASR’s body design, geometry, suspension, and construct choices in nice element. In case you missed it, I’ll revisit these particulars earlier than diving into my long-term overview.

Yeti ASR Body and Suspension Design

One of many causes that Yeti didn’t have a correct XC race bike for years was that the model was hanging its hat on its Swap Infinity suspension design. Whereas it really works amazingly properly, the added elements and complexity of the Swap Infinity system added weight. Even Yeti’s shorter journey bikes — just like the SB100, SB115, and SB120 — have been only a bit too heavy to be viable XC race bikes.

When creating the brand new ASR, Yeti went again to the drafting board. It settled on the tried, examined, confirmed, and light-weight single-pivot with flex stays design. This controls the bike’s 115 mm of rear wheel journey with a near-linear leverage fee with 10% development. The 40mm stroke shock is custom-tuned and supposed to be ridden at 30% sag. That’s been paired with a 120mm journey fork.

The carbon frames have been designed to take care of power and particular experience traits whereas being as gentle as doable. After testing 36 completely different layups throughout growth, they settled on a ultimate one. Every body dimension has its personal particular carbon layup to take care of desired traits throughout all sizes. 

The result’s a body that’s impressively light-weight. The T-Sequence Wi-fi body I examined is available in at a claimed 1,448 g. The T-Sequence Wired body weighs a claimed 1,552 g as a result of addition of extra cable routing ports. The lower-tier carbon of the C-Sequence body brings the burden as much as a claimed 1,727 g (all dimension medium with no shock).

Different body particulars embrace mounts for 2 water bottles within the entrance triangle and inside routing for rear suspension lockouts. The body has clearance for tires as much as 2.4 inches, chainrings as much as 36T, and might settle for a {custom} chain information. For ease of upkeep, the ASR has a threaded backside bracket and doesn’t have through-headset cable routing.

Yeti ASR Geometry

Cross-country racing is evolving, and the geometry of XC race bikes is following swimsuit. The ASR is a main instance. It has up-to-date geometry that’s able to tackle probably the most difficult cross-country race programs. Not surprisingly, it’s strikingly related in some ways to what you’ll discover on many different bikes in the identical class. Nonetheless, it has some delicate variations.

First, the ASR is available in 5 body sizes between XS and XL. Yeti claims this matches riders between 4’10” and 6’7″. Among the extra customary measurements embrace numbers just like the 66.5-degree head tube angle, 75.5-degree efficient seat tube angle, and 610mm stack (dimension massive). Attain will increase by 20 to 25 mm per dimension, with 465 mm on the dimensions massive.

Whereas the efficient seat tube angle is similar throughout all body sizes, the precise seat tube angle steepens on bigger sizes. This will help taller riders from feeling “off the again.” Moreover, chainstay size/rear middle will increase by 2 mm per dimension — 439 mm on dimension massive — for higher fore-aft weight steadiness throughout the dimensions run.

The underside bracket top is listed at 335 mm. However when settled into the beneficial 30% sag on the rear shock, it’s a good bit decrease. In contrast to another bikes, the ASR doesn’t have any geometry changes.

T5 Final XX SL Transmission Construct

I examined the top-tier T5 XX SL Transmission construct, which retails for an eye-popping $13,900. Yeti drapes it with all the newest and best bits of tech available on the market. Imagine it or not, that’s $600 lower than the equally outfitted Specialised S-Works Epic 8. 

Yeti launched the ASR only a week after SRAM/RockShox debuted the brand new cross-country variations of its Flight Attendant suspension parts. If you happen to aren’t acquainted, Flight Attendant is a system that may routinely modify your suspension settings — or you possibly can wirelessly management them — on the fly. The purpose is maximizing effectivity and, subsequently, velocity.

As such, the T5 is constructed across the TURQ wi-fi body and contains the complete Flight Attendant bundle. This contains the SID Final fork, SIDLuxe Final shock, the AXS POD controller, and a Quarq energy meter on the cranks.

Flight Attendant works as a system with different AXS parts, and the T5 XX SL construct features a full XX SL AXS Transmission drivetrain together with a 170mm Reverb AXS dropper. The drop size varies by body dimension. 

The remainder of the construct was rigorously chosen for weight financial savings. The featherlight DT Swiss XRC 1200 carbon wheels weigh a scant 1,303 g and have a 30mm inside width. The two.4” Maxxis Recon (entrance) and Recon Race (rear) tires prioritize rolling velocity. A Bike Yoke BarKeeper stem clamps a light-weight 740mm Race Face Subsequent SL handlebar with ESI Chunky grips. WTB’s snug new Solano saddle with Titanium rails rounds out the cockpit. 

My take a look at bike got here with SRAM Stage Final 2-piston brakes. However at present, the Yeti web site lists the four-piston model, which might be a welcome improve.

All of it weighs an incredibly low 23 kilos (measured) with out pedals for a dimension massive. That is much more astonishing, contemplating the 170mm Reverb AXS is likely one of the heaviest. Moreover, the Flight Attendant electronics and batteries add roughly 220 further grams.

ASR Construct Choices

Yeti at present presents 5 full builds, together with the T5 XX SL described above, with choices for wi-fi and wired drivetrains. Additionally it is bought as a TURQ carbon body and rear shock solely for $4,000. 

The T3 XO Transmission ($8,600) comes with a SIDLuxe Final 3P (three-position) shock with TwistLoc distant and a SID Final 3P Distant fork. It has a full SRAM XO Transmission drivetrain and four-piston SRAM Stage Silver Stealth brakes.

A Fox Switch SL dropper will get the saddle low and out of the way in which. The wheels are alloy DT Swiss XM 1700. Yeti provides you the choice to improve to the carbon XRC 1200 for a $2,000 price and a weight financial savings of 1.28 kilos. The inventory T3 XO Transmission construct weighs a claimed 24.33 kilos in dimension medium.

If you happen to want a wired drivetrain, the T2 construct ($7,200) is almost equivalent to the T3 XO described above however comes with a SRAM XO1 mechanical (cable-actuated) derailleur. It weighs a claimed 24.06 kilos in dimension medium.

Yeti additionally presents two builds utilizing the lower-tier and barely heavier C-Sequence carbon fiber. The C3 GX Transmission ($6,600) contains its namesake SRAM GX Transmission wi-fi drivetrain together with SRAM G2 R brakes. It comes with a RockShox SID Choose fork and a SIDLuxe Choose+ rear shock.

The suspension parts are upgradeable to Final stage with the TwistLoc distant for $600 further. It rolls on DT Swiss XM 1900 wheels and has an alloy Burgtec Enduro handlebar and stem. It weighs a claimed 26.09 kilos in dimension medium.

The C2 construct ($5,600) is the least costly. It mirrors the construct of the C3 above however comes with a mechanical (cable-actuated) GX Eagle drivetrain. It weighs a claimed 25.87 kilos in medium.

The Experience: First Impressions

As talked about beforehand, I rode the ASR for a few month earlier than its official launch and my first-look overview. Throughout that point, I used to be blown away by quite a few elements of its efficiency. Amongst these have been pedaling effectivity, velocity, composure, shockingly low weight, and a stunning stage of versatility. 

Simply trying on the Yeti ASR gives the look that it’s a extremely quick bike. That was backed up instantly by its ruthlessly environment friendly really feel that was obvious from the primary flip of the cranks. In comparison with the mid-travel path bikes that I sometimes experience, the ASR felt like dishonest. I imply that in one of the simplest ways doable.

Like related bikes, it felt prefer it was urging me to remain on the fuel and push the tempo always. It was a lot enjoyable to experience that I needed to consciously reel it in so I wasn’t red-lining on a regular basis.

For context, my on a regular basis experience is a 135mm rear/150mm entrance path bike that weighs round 30 kilos. I’ve ridden a handful of contemporary cross-country bikes lately. However I can’t afford a quiver of bikes, so my private experience is a do-it-all mid-travel rig. I’ve made it as gentle as I can whereas nonetheless being rugged sufficient to deal with the tough, rocky terrain I experience most incessantly. 

So, after I get on XC bikes, I’m all the time enamored by the climbing velocity and normal liveliness. But it surely often takes a little bit of time to get used to the lowered journey and sharper dealing with. This sometimes entails dialing again the velocity and aggressiveness on descents. 

Positive, on the ASR, I needed to modify barely to the racier geometry, most notably the decrease stack and entrance finish. However I used to be immediately bowled over by its stability, plushness, and traction. Regardless of its feathery weight, I felt simply as snug pushing the tempo on the descents as I did on the climbs. The ASR was begging me to experience it simply as laborious as my a lot burlier every day driver.

With the Flight Attendant suspension, that extra forgiving downhill efficiency was balanced out by being in probably the most environment friendly suspension settings on a regular basis. 

It instantly made me understand simply how far cross-country bikes have come lately — even prior to now couple of years. Gone was the twitchy, nervous feeling that I’ve lengthy related to XC race bikes. They have been changed by a relaxed, composed, wildly environment friendly, and surprisingly succesful experience. After all, it’s nonetheless a short-travel XC bike, so it does have limits. However they have been a lot more durable to achieve than I anticipated.

Lengthy-Time period Testing

I totally anticipated to ship the ASR again after I wrote my launch article. It floored me when Yeti mentioned I may hold onto it for some time. I believe they mentioned one thing like, “You appear to be having fun with it. Why don’t you race it at Downieville and see the way it goes.” As an growing old racer — I’m 45 and might use each efficiency benefit I can get — this was music to my ears. And the right alternative to see how this race bike does in opposition to the clock.

Some Minor Tweaks

I set my expectations excessive — I’m already aggressive to a fault, however this unlocked a brand new stage — and stored using the ASR as if it have been my very own. For me, this meant making some minor element modifications for consolation and efficiency.

Don’t get me incorrect — the inventory construct of the T5 XX SL construct is just about excellent and ideally suited to this bike’s intentions. A number of tweaks made a world of distinction for me by way of match and the situations I used to be using most incessantly.

The inventory cockpit setup of the ASR, a 740mm Race Face Subsequent SL handlebar and ESI Chunky grips, was light-weight and really a lot acceptable for the bike. I’ve disproportionately lengthy legs for my top. So, my saddle was actually excessive, and the entrance finish of the bike was a bit decrease than I preferred.

I’ve additionally acquired broad shoulders, so the 740mm width felt a contact slender, too. Provided that I’m not purely a racer, it made sense so as to add a little bit rise and width with a unique handlebar. I switched to an ENVE M7 carbon bar with 25 mm of rise, reduce to 760 mm large. I placed on a few of Ergon’s new GE1 Evo grips, which I most well-liked over the silicone ESIs.

My take a look at bike got here with SRAM Stage Final two-piston brakes with natural pads. Whereas these felt sufficient more often than not, they felt a bit underpowered in some conditions. Additionally, I rapidly burned via the natural pads. I swapped these out for metallic pads, which notably elevated stopping energy and pad life. Yeti now lists four-piston brakes on the spec sheet, so this problem is hopefully resolved.

The situations the place I reside and experience within the Lake Tahoe space are fairly variable. They’re most frequently dry, dusty, and unfastened, so I additionally switched up the tires. The Recon Race rear tire rolled loads quick, nevertheless it didn’t present the climbing traction or braking chew that I used to be in search of. I switched the grippier Recon to the rear. And I mounted a Minion DHF on the entrance, which dramatically improved efficiency in combined and unfastened situations.

These minor modifications added a little bit little bit of weight. However at 24 kilos with pedals and a bottle cage, it was nonetheless 6 kilos lighter than the bike I raced at Downieville the earlier 12 months. 

Racing the Yeti ASR

The Downieville Traditional is considered one of my favourite races. It’s a singular mountain bike occasion that takes place in considered one of my favourite locations to experience, the long-lasting mountain bike vacation spot of Downieville, Calif. The twenty sixth anniversary of this legendary occasion occurred in 2024, and it was my sixth time racing within the Downieville All-Mountain since 2016. The race was on hiatus for 4 years as a result of Covid and different circumstances. 

If you happen to aren’t acquainted, the Downieville Traditional is basically a weekend-long mountain bike competition and fundraising occasion for the Sierra Buttes Path Stewardship (SBTS). It contains 2 days of racing with a singular format. Racers can join the cross-country race on day 1 or can enter the All-Mountain, which features a “downhill” race on day 2.

It attracts a formidable discipline of novice {and professional} racers alike, with among the nation’s greatest riders popping out. Legends like Geoff Kabush and Katerina Nash are multitime champions. Keegan Swenson has received the lads’s professional race the previous 2 years. 

By itself, the point-to-point cross-country race is extremely grueling. It’s 26.5 miles lengthy and has 4,500 toes of climbing and 5,700 toes of descent. It begins with a relentless 3,000-foot climb on a really steep dust highway earlier than linking into miles of very tough and rocky singletrack again into city.

For these racing within the All-Mountain, the downhill race is on day two. This entails 5,000 toes of descending over 15 miles with some punchy climbs and flat sections. The DH is run in a time-trial format, with racers staggered each minute or 30 seconds, relying in your class. 

The 2-day All-Mountain race is especially tough as a result of racers are required to race the identical bike on each days. Race officers weigh bikes earlier than the begin to affirm. The mixed outcomes from each days are used to crown the “All-Mountain World Champion.” Choosing the proper bike and, maybe extra importantly, the fitting tires to deal with each an XC race and a super-fast and tough downhill is a singular problem.

This might be my first time racing Downieville on a correct cross-country bike. The most important query for me was how a lot of a distinction it might make. In 2023, I managed to have my quickest race ever, with private greatest instances on each days.

Would this super-light and super-fast bike propel me to new PRs, or would it not falter on the infamous rugged trails? If I did PR, by how a lot? Primarily based on my expertise using the ASR, I had a sense it might be a significant profit. However the true take a look at remained.

Since I turned 40, my most important purpose with racing has been steady enchancment. If I can snag an age group podium within the course of, that’s nice. Any hopes of being aggressive within the Professional discipline are lengthy gone. So, I set my sights on getting new PRs on each days. With the ASR below me, this appeared like a very lifelike goal — so long as I may hold the air in my tires. 

I had raced and completed properly in two 100-mile gravel races that have been 2 and 4 weeks prior. I used to be in prime health however probably beginning to come down from my peak. On the XC day, I acquired excited off the road, tried to hold with the true Professionals, blew up a little bit bit, after which settled into my very own tempo — pretty customary for me.

I let Flight Attendant do its factor. It adjusted settings so much. Together with the bike’s low weight, it made the climb really feel simpler than using my 30-pound rig from the 12 months earlier than.  

On the singletrack, it was readily obvious that my cockpit tweaks and tire modifications have been extra snug and higher suited to the situations and rugged terrain of the Downieville XC race. I felt simply as quick and assured on the descents as I’ve on my path bike however was shifting quicker via the flat sections and up the punchy climbs. Miraculously, I didn’t flat the Maxxis Recon EXO tire within the rear. In hindsight, I’d run a tire insert subsequent time for peace of thoughts. 

I used to be completely shattered after I crossed the road, however I’ve felt a lot worse in earlier years. It felt like an excellent experience, and the clock confirmed what I used to be feeling on the path. I ended up with a brand new PR. I used to be 4 minutes and 30 seconds quicker than in 2023, ending nineteenth out of 47 within the Professional discipline. This was 5 spots higher than the earlier 12 months. 

Day 2’s DH race is all the time harder than it sounds. It’s a lot shorter, however riders are already fatigued. Sure, it’s largely downhill with 5K of descent over 15 miles, however that additionally means it’s not that steep. It is extremely quick and really tough in spots, so good descending expertise are a should.

However health is arguably the most important issue at play. With roughly 600 toes of climbing and fairly a couple of flat pedal-y sections, it’s simply as a lot about hammering as it’s about staying off the brakes and never getting any flats.

Once I say these trails are tough, I imply they’re actually, actually tough. Through the years, I’ve questioned how different folks have been managing to experience XC bikes on this terrain. I figured it was largely as a result of they have been higher riders than me. Whereas that will definitely be a part of it, I additionally realized that fashionable cross-country bikes are much more succesful than I gave them credit score for. 

Nonetheless, with much less journey, you possibly can’t simply plow via rock gardens with reckless abandon. Good line alternative is extra vital than on longer journey or heavier bikes. I discovered that it pressured me to experience extra easily and with a bit extra precision. However that didn’t imply that I used to be going any slower, notably when any pedaling was concerned. 

Whereas this required a bit extra focus, it was a extremely rewarding feeling to bounce via technical sections somewhat than take the brute-force method. Any time I misplaced being barely extra conservative within the tough stuff was rapidly made up within the flats and the quick however full-gas climbs. 

Whereas I had initially assumed that the shorter journey ASR wouldn’t be fairly as quick on the DH or that the sunshine body and parts won’t be as much as dealing with my poor line decisions, I realized that neither was true. The truth is, I completed 9 seconds quicker and 5 locations larger than my earlier greatest time from the 12 months earlier than. Whereas not as dramatic of a distinction because the XC outcome, it additional solidified my opinion that the ASR was the quickest bike I’d ever ridden.

Flight Attendant

This overview is already lengthy sufficient. However I’ll give a fast rundown on my impressions of the RockShox Flight Attendant XC suspension. I’m keenly conscious that it is rather costly. I’d by no means have the ability to afford it, nevertheless it was cool to get to experience it for an prolonged interval and see the way it truly carried out.

At first, I used to be admittedly a little bit aggravated by it. It routinely adjusts on a regular basis. It makes a little bit zzz noise each time it shifts, and I’m of the thoughts that mountain bikes don’t want electrical parts. There have been seven complete batteries on the ASR — 4 AXS batteries, two AXS POD batteries, and one within the Quarq energy meter. That was so much to maintain monitor of, however fortunately, the AXS app helped with that.

What I initially preferred probably the most about Flight Attendant was the power to wirelessly management the suspension via the AXS Pod. I preferred having management over the compression settings. All I needed to do was push a button on the handlebar to alter them — fairly slick. However with such fancy know-how at my disposal, I finally gave in and let Flight Attendant do its factor.

Flight Attendant suspension works as a system with different AXS parts and the Quarq energy meter. When paired collectively, it learns and adapts to your using model whereas shifting between the suspension’s compression settings.

This ensures the bike is all the time in probably the most environment friendly mode based mostly on components like terrain or energy going into the cranks. And it shifts so much— excess of I ever would if I used to be flipping switches by hand or even when I had a wired handlebar distant.  

Whereas I didn’t love the frequent shifting noise coming from the suspension, I can’t argue with the truth that it labored and labored very properly. I’d additionally argue that cross-country might be the very best utility for it. I can’t say with certainty if it made me appreciably quicker — the ASR is a rocket ship regardless — nevertheless it definitely wasn’t slowing me down. 

Do I want it on my bike? It was positively cool to have, however I believe I’d be simply as pleased with wired distant suspension and fewer bank card debt. Nonetheless, I can see it offering a bonus for racers in search of marginal efficiency beneficial properties if they will justify the expense.

What’s To not Like?

I believe SRAM’s AXS Transmission drivetrains work properly and are undoubtedly cool. That mentioned, I believe the most recent AXS Pod shifters have horrible ergonomics. Positive, I may nonetheless shift, but when I’m using one of the crucial tricked-out superbikes that cash can purchase, there’s no purpose that all the things shouldn’t be excellent. I attempted actually laborious on quite a few events, however I merely couldn’t place them to my liking. If this have been my bike, I might spring for the Rocker Paddle improve straight away.

The worth can be laborious to miss. Sure, this bike comes with all the things that’s completely top-of-the-line. And the value is consistent with comparably outfitted bikes from another manufacturers, however wow. It’s additionally true that this was the lightest and quickest bike that I’ve ever ridden. Nonetheless, I’m fairly certain you could possibly construct it up from the body to be lighter, simply as quick, and value considerably much less.

Yeti ASR: Last Ideas

It’s been a couple of years since Yeti had a respectable contender for the cross-country ring. The model got here out swinging and related with the brand new ASR. The Yeti crew clearly did their homework to ship a top-shelf performer that stacks up in opposition to the quickest race bikes.

Cross-country race bikes are considerably area of interest. However fashionable geometry traits and parts are making them extra succesful and enjoyable to experience exterior of the race course. I believe the Yeti ASR is a high quality instance of that. Not solely did it assist this growing old racer proceed my quest for steady enchancment, however I had a blast using it in every single place. This was usually properly exterior of its short-travel, race-oriented wheelhouse.

After all, the value of the T5 Final XX SL Transmission construct seemingly places it out of attain for many riders. However Yeti presents each wi-fi and mechanical drivetrain choices — beginning at $5,600 — to swimsuit a variety of budgets. Or higher but, construct your personal dream bike up from the body.

If you happen to’re in search of a brand new cross-country bike, you’ve acquired loads of choices. I believe it’s nice that Yeti is considered one of them as soon as once more. The brand new ASR brings a few of that simple Yeti swagger again to the XC race course, and should you ask me, it seems to be pretty much as good because it rides.