This frame builds on the legacy of the O-1.0 that we first released in 2012, the world's first sub-900 gram hardtail. Customers used this super lightweight frame in everything from World Cup cross country races to Cape Epic wins (without sponsorships!). Just before the release of a new bike in 2015, the introduction of the Boost standard made us drastically rethink. When we saw that Boost increases wheel & frame stiffness and improves tyre clearance, we realized this was too good a chance to pass up. So we set about completely reworking the frame into what is now the ONE+
In keeping with our customer expectations, the ONE+ has stuck to our time tested formula and is still a zero-compromise XC racing machine. We’ve nonetheless made some innovations, with Boost, a BB92 bottom bracket and our Thru-Thread thru axle being used to further increase drivetrain stiffness, while new Wire-stays improve vertical compliance & traction. A dozen more tweaks and updates make the ONE+ a far better frame than we ever thought possible.
And then the bonus: Boost gave us enough space for 29x2.4” tyres and tons of mud clearance, perfect for the ever more demanding XC courses. Ever versatile, the ONE+ even provides space to put in a 27.5x3.0” tyre! Frames from other builders might be available that fit both wheel sizes, but they are usually heavy and not as playful. With a XC race frame that is still less than 900 grams, it’s super light not only as an XC racer but also as a 27.5+ tyre go-anywhere bike. The ultimate in versatility, this bike gives you the winning formula, more tyre, more fun, more speed!
The ONE+, like its predecessor the O-1.0, is all about agile handling and efficient power transfer in a super-light package. For the new design we made two small tweaks:
1) We included wider 2.4” tyres into the mix, as tyres in XC are creeping up in width to deal with the ever more challenging courses (exact tyre dimensions depend on manufacturing tolerances and rim width, so this is a guideline. Always make sure you have 6mm clearance between tyre and frame).
2) For the smallest size, we changed from 29er to 27.5” tyres. This allows us to get the front end lower, which was a frequent request for the O-1.0 in size S. There’s only so low you can go over a big 29er front wheel. The 27.5” gives us the space to create the perfect geometry for handling and fit for these customers. This also means that for the Plus sized tyres, the size S uses 26+ tyres instead of 27.5+ tyres.
To deal with the myriad of challenges that fitting in wide 3.0” tyres brings, we went with a 27.5” rim (26” for size S). The smaller radius of this rim in combination with a bigger tyre renders the same overall wheel size as a bigger radius rim with a smaller tyre.
Same overall wheel size, same handling, no compromise. That simply doesn’t work with 29x3.0” Plus tyres, only with 27.5x3.0” Plus tyres.
The bottomline with Boost: same pedal stance/Q-factor up front for good pedalling efficiency, wider spoke stance in the rear for stiffer, stronger wheel builds.
Why did we add Boost to this frame? Because it adds stiffness to the build, because it works well with the wider rims that we prefer and because it creates more tyre clearance between tyre and chain.
Dropping the right chainstay away from the crowded area behind the bottom bracket let us build it wider and therefore stiffer (a huge effect; with the same amount of material, twice the width will give you eight times the stiffness!). We felt this was the best solution to dealing with the fight for space between the chainrings, frame and tyre.
Making a frame entyrely out of 100% high modulus (stiff) carbon is not a good idea, especially when there are areas like the headtube that receive big impact loads. Stiffer carbon is more brittle, so it’s not appropriate for all parts of a frame. So we have used the stiffest carbon of any bike manufacturer in areas where we can, and used tougher, slightly more flexible grades of carbon where we need to.
Lateral stiffness in the rear triangle is required for an efficient drive train, but vertical compliance allows for better comfort. This frame features chainstays and seatstays that are exceptionally thin vertically to give you that compliance, whilst their lateral width and carbon fibre layup still ensure rock-solid propulsion. The seatstays are pre-curved so they can absorb even small bumps very quickly. But lay the bike into a turn and you’ll notice how stiff they are laterally. Truly the best of both worlds.
The downtube is the key for stiffness, connecting the steering centre of your frame with the drivetrain. The flat-out downtube’s characteristically flat outside faces allow us to strategically place strips of ultra-high modulus carbon far away from the centre plane. We’ve used the stiffest carbon exactly where it matters, guaranteed!
Zero-setback seat tube
With a minimalist 27.2mm diameter we maximize the flex in our seatpost & seat tube. This is especially a big plus on rough terrain. The seat tube angle is designed around the use of a straight, zero-setback seatpost rather than a regular seatpost with setback (we’ve never understood those). Zero-setback posts are lighter, saving you another 10-30 grams.
We are not a fan of external cables & hoses that collect dirt, risk getting stuck behind objects (particularly expensive with electronic shifting) and just don’t look that great. So the ONE+ runs them internally.
With our proven MultiStop design, you can customize the frame for 2x10/11, 1x10/11 and Di2 shifting. Just pick the right insert.
Most thru-axle frames are heavier than quick-release frames. Extra carbon for the dropouts, heavy hangers, and the axle itself. But they are stiffer, so what do you want most? The answer for most people is “both”, and so we introduce the first frames that combine a thru-axle with a lower weight. How?
The ThruThread design uses the same threads that hold the thru-axle to lock the derailleur hanger into the frame. Simple, light, effective.
We didn’t just redesign the dropout, the entyre seatstay and chainstay design is optimized with the added stiffness of the thru-axle in mind. For the thru-axle itself, we recommend the stiffest design available, the Syntace X-12, but you are free to use a different 12mm thru-axle if you want.
The ONE+ uses a 92mm bottom bracket standard. This allows you to directly mount a Shimano or SRAM 24mm crank in the frame (the wider BB shell replaces the outboard bearing cups, essentially integrating them into the frame structure).
You can even fit cranks with wide, 30mm axles by using a special super-light bearing set (for example the THM M3 and RaceFace SL cranks) for the stiffest, lightest possible set-up.
PLEASE read this before you jump into the numbers, so at least they make sense:
The geometry is based on an unsagged 100mm suspension fork
The size Small is designed around smaller wheels and hence a shorter fork. If you size by stack & reach, this doesn’t matter as they are independent of wheel size. But if you look for example at headtube length, you will see “strange” things like the Small having a longer headtube than the Medium. That’s not because the Small is taller, but because the whole headtube starts lower because of the smaller wheels.
The ONE+ is designed around narrow 29er cross-country tyres and wide 27.5” “semi-fat” tyres. Both have very close outside wheel diameters so the geometry doesn’t really change between one or the other. Of course there will always be small differences from one tyre to the next, a 2.1” tyre from Schwalbe has different dimensions (in width and diameter) than a Continental or WTB. And of course a 2.4” tyre will be slightly different from a 2.1” even if the make and model are the same. These dimensions are also affected by rim width. For the handling, that all falls within the range that we design for, but you do have to realize that for example standover height is slightly effected by this. This is obviously not unique to the ONE+, this applies to any bike.
Standover height is measured to the top of the toptube directly above the bottom bracket and depends slightly on the exact tyre size used.