YETI CYCLES ASR LONG TERM REVIEW – CALL IT A COMEBACK

Yeti’s roots run deep in cross-country racing with legends like Juli Furtado and John Tomac putting the brand at the top of early 1990s podiums. The brand’s C-26, ARC, and FRO were iconic and high on most riders’ wish lists at the time.

As full suspension became widely accepted for more than just downhill, Yeti released the ASR in 2000 as its first lightweight, cross-country-focused, full-suspension race bike. The next iteration in 2003 saw a major redesign and weight savings with flex stays and other gram-cutting features, giving it the added “SL” designation. It would evolve for 15 years before being replaced by the SB100 with Yeti’s Switch Infinity suspension system.

However, along with the boost in suspension performance came a weight penalty, and that bike would evolve into the short-travel trail bike that it is today with the SB120. This left a glaring hole in Yeti’s line for hardcore cross-country racers. That hole is now filled with the reintroduction of Yeti’s all-new 115mm-travel ASR, a bike that goes back to its flex-stay, gram-counting heritage and pushes the brand back into the forefront of modern XC racing.

FRAME

Yeti pulled all the stops on the ASR’s carbon frame to get it as lightweight as possible, calling it the most ambitious carbon project that the brand has ever taken on. The result is new, wildly shaped, custom carbon ply wraps that reduce the overall number of pieces used in the frame. Along with this reduction in pieces comes a loss of weight.

Yeti says they tested 36 different layups and were test-riding two to three of them at a time to hone in on the right combination of ride quality, strength and stiffness. The frame layups are size-specific, too, so that ride characteristics are similar for all riders. Yeti also says that things learned in this project will carry over to future generations in other categories.

The resulting frame weight starts at a claimed 1,448 grams without shock. To optimize everything, Yeti is offering two frames, a wireless version without shift cable ports and a wired one with them that weighs 104 grams more.

And, like other Yeti models, there are also two different grades of carbon frames—T-series and C-series. The wired T-series front triangles do not feature internal cable tunnels to save weight, while the C-series has them for ease of installation. The C-series frame comes in at a very respectable claimed 1,727 grams without shock.

To further reduce weight, Yeti shaved material off of the center of the rear axle, spec’d the lightweight Bikeyoke seat collar and includes titanium shock hardware. The T-series models feature a 1775-series aluminum rocker link that’s stronger than the 6061 version found on the C-series frames, so Yeti can make it thinner and lighter.

The ASR frame comes in sizes extra small through extra large, with those smaller sizes being particularly important to Yeti because they believe the next generation of cross-country racers will come from youth programs. Geometry is aggressive for an XC bike with a slack 66.5-degree head-tube angle. Reach lengths have gotten a bit longer, but not by a lot because of the added front-center created by the slack head tube angle. The chainstays have gotten a bit longer and are size-specific to maintain a balanced feel and handling with those longer front centers. Its seat tube angle comes in at 75.5 degrees on paper across all sizes, but according to Yeti, the effective seat tube at rider height actually gets steeper with larger sizes to keep the rider’s weight centered over the bike and not hanging off the back.

Other frame details include two water bottle cage mounts inside the front triangle, as well as a chainline-adjustable and removable integrated chainguide. Tire clearance allows for a 2.4-inch tire on a 30mm internal rim width, and the bottom bracket is a threaded style. There is a small access door at the bottom of the downtube to help with cable routing, as well as a small rear fender over the main pivot to keep debris out. This protector is removable for lightweight builds.

SUSPENSION

In order to achieve its weight goals, Yeti chose to go with a flex-stay suspension system to achieve the ASR’s 115mm of rear-wheel travel. It is essentially a single-pivot suspension system that behaves like a four-bar since it flexes at the seatstays. This system tends to be lighter than most other designs, because it lacks the associated hardware and bearings of a traditional pivot. Because the shock is so small and low volume, Yeti says it was careful to match the correct stroke length shock to the leverage ratio so that it’s linear enough to get full travel out of the suspension. Recommended sag on the ASR is 30 percent.

The wireless frame relies on RockShock’s new Flight Attendant suspension to handle the lockout duties. We did not review it on this bike, but are currently testing it on another, and so far, it’s proving to be quite impressive. All other builds come with RockShox’s three-position TwistLoc remote lockout lever. The ASR is the first ever to come with a lockout. Yeti has traditionally been anti-lockout and has never spec’d one before, but that all changes with this bike. Our test bike came built with a 120mm-travel RockShox SID Ultimate fork and Sidlux Ultimate shock.

COMPONENTS

There are five different build levels offered for the ASR, ranging in price from $5600 for the SRAM GX Eagle-equipped C2 build to $13,900 for the T5 Ultimate XX SL Transmission spec that comes complete with RockShox Flight Attendant suspension. The Turq-level frame is also available at $4000.
Our T3 SRAM X0 Transmission-spec’d test bike retails at $8600 and comes built with SRAM’s X0 T-Type drivetrain and Level TLM brakes. Both worked flawlessly throughout our test period.

DT Swiss’ XM 1700 wheels that come spec’d on our test bike are excellent all-around performers; however, they are more what we would consider XC training or trail-oriented wheels, not lightweight XC race wheels. Yeti offers the new DT Swiss XRC 1200 Carbon wheel as an upgrade for an additional $2000 for a true race-ready wheel for those wanting more out of the box. Yeti specs the slightly taller-knobbed, 2.4-inch-wide Maxxis Recon in front and shorter-tread 2.35-inch Recon Race in the rear. These tires offer a superb balance of low-rolling resistance and grip, and are one of our favorite all-around setups.

The cockpit is nicely spec’d with a 740mm-wide Race Face Next Sl bar and 55mm-long Bike Yoke Barkeeper stem. Some will want a longer and perhaps negative-rise stem for a really aggressive rider position, but most test riders thought the standard setup worked quite well in terms of fit and handling. Test riders came away very impressed by the support and comfort provided by the new WTB Solano saddle, too.

THE BUILD

Yeti sells consumer-direct and sent us our test bike just like anyone else would receive it. It was well packed and easy to build, needing only the handlebar and front wheel installed. Everything was tuned well and needed no additional attention well into our testing.

CLIMBING

Our size-large ASR with the T3 SRAM X0 Transmission build hit MBA’s scales at 24.6 pounds. It is a unique-feeling bike. Our size large feels longer and slacker than most similarly sized bikes because, well, it is. On the trail, this translates to a stable- and solid-feeling platform to produce power on. Frame stiffness front to back is superb with little in the way of flex, even under hard sprints. The rider compartment is normal feeling with a roomy and efficient rider position, even with the 55mm-long stem.

Even with DT Swiss XM 1700 wheels, the ASR accelerates sharply. When we threw on some 1,234-gram Bontrager Kovee RSL wheels with Maxxis’ new Aspen ST tires, it took the Yeti’s acceleration and speed to a whole ’nother level.

Smooth-pedaling riders can get away with leaving the suspension open while seated, but those who grind prefer the middle lockout setting for a little bit of firmness. Using the middle setting is not necessary, but it gives the bike a touch sharper feel when you’re really working the pedals hard. We are happy to see this three-position lockout, because there are rough climbs where the lockout is so stiff it causes the bike to deflect and lose speed, and when open it can feel too soft for the hardest efforts. The middle setting is perfect for these scenarios and one we use often.

Because of its stable, solid feeling and efficient platform, the ASR is the kind of bike that makes you want to climb all day. It lunges forward with every pedal stroke and is simply a pleasure to pedal hard. Whether you are looking to make climbing faster or easier, this bike does both extraordinarily well.

DESCENDING

Descending is where things really get interesting on the Yeti. If it wasn’t for the short-knobbed Maxxis Recon tires and small-legged RockShox SID fork, you’d think you were riding a lightweight trail bike in some instances.

Even though the frame is designed to be easy on the scales, it is solid feeling and predictable, too. “Confidence-inspiring” is not a phrase often used on XC race bikes, but it applies to the ASR. As long as you are careful with the lean angles and braking, the Yeti can be thrown into some pretty aggressive terrain and trails that we did not typically ride on XC bikes just a few short years ago.

Its suspension action is superb and true to Yeti’s claim, and we were able to get full travel with light bottoming on the hardest hits. One thing that we really like about the suspension’s tune is that it’s still very rideable on descents in the middle setting. Opening it is better, but it’s far from a harsh or locked-out feeling, so there were times where we just left it there in rolling terrain or on shorter, smoother descents.

Handling is really stable feeling for a cross-country bike, and this pays dividends at higher speeds or when the trail gets steep, rough and technical. On the flip side, it’s a bit lazy feeling in low-speed, tight turns, so it takes a while to adapt if you’re coming straight off a steeper, quicker-handling bike. Once riders adapted, they had no trouble navigating the tight twisties.

WHAT DID WE LOVE?

We love it when cross-country bikes like the Yeti come with mounts for two water bottle cages inside the front triangle. It may not matter much on short lap-style races, but on bigger loops and point-to-point-style races or long training rides, having two bottles is key.

We also appreciate the fact that Yeti did not jump on the headset-cable routing bandwagon. It’s a technology that needs to mature before we can get behind it.

WHAT DID WE HATE?

Yeti left us with very little to complain about. We are nitpicking here and looking for something to squawk over, but we wish the Fox Transfer SL dropper post was infinitely adjustable instead of offering just two positions.

BOTTOM LINE

History has a way of repeating itself, and in some ways, that’s the case with the ASR. The first ASR to feature flex stays was advanced in 2003, but that wasn’t the only thing that made it special. Its geometry charts stated that it had a 71-degree head angle, but a production glitch really made it 69 degrees. It rode so well that Yeti didn’t change a thing, including the charts. The bike was way ahead of its time in many ways, and so is the 2024 model – so far ahead that MBA editors gave it an editor’s choice award last year.

Once again, the ASR is pushing geometry and weight boundaries that match up perfectly with the trajectory of modern cross-country racecourses. We have fond memories of Yeti’s early ASR models, and that magic is alive and well in the new version, too. All we can say is, “Welcome back.”

YETI ASR T3 SRAM X0 TRANSMISSION

www.yeticycles.com

CATEGORY: Cross-country

SUSPENSION: 120mm (front), 115mm (rear)

TIRE SIZE: 29″

Price: $8600
Weight: 24.6 pounds (without pedals)
Sizes: XS, S, M, L (tested), XL
Frame tested: Turq Series carbon fiber, 115mm travel
Shock: Rock Shox SIDLuxe Ultimate 3p Remote
Fork: Rock Shox SID Ultimate 3p Remote 120mm
Wheelset: DT Swiss XM 1700 30mm
Tires: Maxxis Rekon 29×2.4 Exo (f), Rekon Race 29×2.35 Exo (r)
Seatpost: Fox Transfer Sl Factory 31.6mm/XS–SM: 125mm, MD–XL: 150mm

Saddle: WTB Solano Chromoly Sl
Handlebar: Race Face Next Sl 35×740
Stem: Bike Yoke Barkeeper 55mm
Grips: SRAM Twistloc Ult 3p
Headset: Cane Creek 70 Hellbender Lite
Brakes: SRAM Level TLM two-piston
Rotors: SRAM Centerline 180mm (f)/160mm (r)
Rear derailleur: SRAM X0 Eagle AXS Transmission
Shifters: SRAM AXS Pod Controller
Crankset: SRAM X0 Eagle Transmission 170mm
Bottom bracket: SRAM DUB
Cassette: 12-Speed, 10-50t
Chain: SRAM X0 Eagle Transmission Flattop
Chainrings: SRAM Transmission 32-tooth

GEOMETRY SIZE LARGE

Head tube angle: 66.5°
Effective seat tube angle: 75.5°
Reach: 465mm (18.3″)
Stack: 610mm (24″)
Bottom bracket height: 335mm (13.2″)
Chainstay length: 439mm (17.3″)
Wheelbase: 1,201mm (47.3″)