YETI SB160 LONG TERM REVIEW

It’d take a very detailed eye to tell the difference between Yeti’s new SB160 and the SB150 it’s replacing. Admittedly, more of a refinement than a complete redesign of the previous long-travel 29er in their lineup, there’s still plenty of improvements to talk about with the latest rendition. As the name suggests, the new SB160 features 160mm of rear-wheel travel and is paired with a 170mm-travel fork to plop it right smack dab into the enduro category.

FRAME

As Yeti’s trend has been with all of their models for the better part of a decade, the SB160 is available in carbon—and only carbon. There is, however, a choice between a standard carbon layup and a lighter Turq-series version that’ll save approximately 150 grams. Both options actually feature slightly smaller-diameter sections of frame, which is said to improve the general ride that allows a bit more room for suspension linkage.

Along with the 10mm-travel increase from last year, Yeti also opted to join the camp of size-specific chainstay lengths and slacken the head tube a bit. So, longer and slacker but lower, too? Not in the traditional sense. In fact, Yeti improved clearance of the rather exposed SB150’s downtube bend by raising it up at least an inch throughout sizing. And, the estimated bottom bracket height has bumped up .2 inches, too. If that combo doesn’t do the trick at avoiding impacts, there’s a newtwo-piece downtube cap comprised of harder and softer plastics to take the brunt of whatever the trail throws its way.

Those sleeker carbon lines mold around an aluminum chunk that houses both a threaded bottom bracket and ISCG tabs, which is always a welcome improvement over carbon bearing interfaces. Capping the still predominant downtube bend is the new dual-compound protective panel that can be removed for easier access to internal housing routing. Unfortunately, that’s all it offers access to; there’s no sneaky toolkit or spare derailleur hanger hidden in the space, and it definitely isn’t a compartment designed to hold a stash pouch or rain jacket. Yeti’s take on internal storage compartments is that they add noise and unnecessary complexity to the package.

Directly comparing the new model to its predecessor, the SB160 sees almost an inch of increased ground clearance at the lower downtube, in addition to the improved frame armor. To the naked eye, the frame still appears to be decidedly Yeti SB, but the improvement is likely something that needed updating. It’s a tricky zone, as it directly affects water-bottle space on the topside, and if we’ve learned anything in the last decade, it’s how important we all think bolting water to the downtube is.

Each of the five available sizes feature size-specific geometry by way of chainstay length and seat-tube angle. That said, the rear triangles are all born of the same mold. It’s where that rear triangle ties into the front triangle that dictates specific chainstay lengths that range from 17.2 inches for size small to 17.5 inches for size XXL. While all effective seat tube angles are claimed to be 77.5 degrees, actual seat-tube angles range from 72.1–73.6.

Final frame details include new cable housing ports that are said to better control housing motion and cut down on noise, along with tube-in-tube routing through the frame. All pivot bearings are now pressed into aluminum and are said to have less side load than the previous design. And, tire clearance is claimed to allow a 2.6-inch tire with room to breathe.

SUSPENSION

Yeti’s Switch Infinity utilizes a translating pivot that switches direction—up or down—through the bike’s travel. The two Kashima-coated stanchions offer roughly 2 inches of travel, and the pivot’s resting point is centered when not being cycled through the suspension. In other words, while the pivot is moving up and down throughout the bike’s travel, it’s about an inch or less in either direction from center. The idea is to keep squat to a minimum, as well as offer a variant leverage ratio for ideal performance throughout shock stroke. It ultimately creates a linear path for the main pivot point, leaving the suspension’s performance left entirely up to shock tune. Our review bike had an air shock, but it would’ve been interesting to ride the SB160 with the optional coil shock, which is a popular setup.

The Switch Infinity has been updated with improved bearings and seals, as well as more durable hardware and bearing caps to reduce gunk exposure. There are two grease ports on the link that allow relatively easy maintenance, though only one is accessible without removing the main pivot bolt and swinging the rear triangle out of the way. Scheduled maintenance of cleaning and squirting of grease in the ports is at a suggested 75–100 hours of dry/dusty conditions, or every 25–50 hours with muddy conditions and frequent washes. A bonus for owners of older Yetis is that the new Switch Infinity is retrofit-friendly.

COMPONENTS

Our 2023 T1 build kit most resembles the 2024 T2 build kit, which sits as the lowest-priced option for complete Turq-level SB160s, with the T4 build coming in at $10,500 and the T3 option priced at $9,200. The two standard carbon configurations are a $7,300 C3 and a C2 priced at $6,300.

SRAM XO shifting worked well overall, save an occasional skip or slow shift. But, even with a few rock slaps to the derailleur, it never did more than hiccup for a second. Braking was also under the SRAM logo, and a set of Code RSC calipers grabbing 200mm rotors provided adequate stopping power. Modulation left a little to be desired and sometimes felt like two fingers were needed to really lock them up versus other four-piston brake options that consistently function nicely under the power of a single finger.

DT Swiss’ 1700 wheels were an impressive wheelset in that they took the abuse of a full season of enduro racing without much more than scratches and dings, and that’s including finishing two race runs on a flat (without an insert). There are lighter options available, but at the end of this test, we have a new favorite wheelset when it comes to durability under enduro-type riding.
The Maxxis Assegai and Minion DHR II in EXO+ casings were a nice starting point for the SB160. After the first flat in a race stage, these were swapped out with Double Down-casing Maxxis rubber for competition weekends.

Overall, the T1 build kit was both ridden and raced in completely stock form without issue or complaint. There really isn’t anything beyond dialing in tire choice for specific conditions that would make the list to customize Yeti’s component choices for the T3 level.

CLIMBING

The SB160 sits long and relatively low, and impresses upon the pilot that its intentions are gravity-biased. But, once pointed uphill, the Switch Infinity’s complexity seems to be a fair trade for an impressive climbing prowess. While seated, power transfer to the rear wheel feels uninterrupted. When it becomes necessary to stand up and crank over a ledge or log, power still makes its way from rider to tire without any real discernible loss of torque. It’s only when climbing out of the saddle on smoother trail that any bob is noticeable, and even then it’s minimal, noticeably more minimal than the average bike in this category.

Lengthening the chainstays on larger frame sizes was an admitted concern for both climbing and descending through tight switchbacks, and while the longer wheelbase did dictate a little more precision in radial line choices, the SB160 felt more stable than burdensome over rock features and through most techy sections.

With all other geometry being equal, longer wheelbases on larger sizes often equate to an effectively lower bottom bracket. Think of a limo’s clearance issues over a speed bump by comparison to a sedan with the same ground clearance. The XL SB160 did have a noticeable collection of pedal strikes on familiar trails where other bikes tended to sneak through unscathed. It could be partially due to Yeti’s recommended 30-percent sag rate, along with a design that’s claimed to include 25mm of chain growth, but it was manageable. Compared to something like a Pivot Firebird with the same fork and similar rear travel, the Yeti had a touch more contact pedaling through rough sections.

DESCENDING

Downhills on Yeti’s new SB160 are a pleasure, especially for riders comfortable with racier suspension platforms. It’s by no means a soft and squishy ride that blocks all trail input from its rider. Instead, there’s a decidedly informative feel that absorbs what it needs to, but doesn’t censor as much as many bikes do.

In conjunction with the already longer static stance, its 25mm of stretch under compression really seems to add to the stability felt in many descending situations. The SB160 felt noticeably more planted through high-speed turns than bikes of similar geometry, and even in steeper and tighter turns the bike felt much more manageable than expected. Sometimes longer wheelbases equate to a disconnect between what the front and rear wheels are doing, but the Yeti kept both wheels in predictable tandem.

Charging into steeper and rougher trail for the first time required letting go of the preconceived notion that the tactile suspension platform would buck and deflect like the shorter-travel suspension it pretends to be on smoother trail. On the contrary, the SB160 really comes alive when thrown into the gnarly stuff and holds lines with the best of them. The bike stays at its neutral ride height quite well and generally feels nicely planted.

Fox’s Factory suspension was faultless and worked well both when set to Yeti’s recommended settings as well as when experimenting with other settings. There are occasional murmurs from lighter and less aggressive riders about a 38 being overkill, but the fork provided precision steering at speed through the roughest of conditions, and felt more at home on a bike of this ilk than a fork with lesser stature.

One area where some riders thought the SB160 struggled was in getting the front wheel off the ground. In situations like needing to wheelie drop through shelfy rocks or manual into rollers, they felt its nicely planted nature really fought to keep the front wheel locked down. Other test riders didn’t even notice it or think about it. For the more playful rider, or riders who tend to manual into or through trails, this trait could be a negative. The SB160 is an enduro race bike designed to go fast, not a playful, jibby bike moonlighting as a racer, so perspective is key here.

WHAT DID WE LOVE?

The SB160’s stability and predictability made it a first choice for several enduro races, as well as a favorite for several rides. Yeti also has a cultish following, and it’s hard not to notice the increase in compliments out on the trail when riding one.

WHAT DID WE HATE?

We really had to think hard about this one; it’s that dialed. The SB160 checks all the boxes, except for integrated frame storage that comes on other bikes, which a few of us missed.

BOTTOM LINE

Yeti’s latest enduro version of their SB series is impressive. The Switch Infinity platform does add a bit of complexity to the mix, but the stable, predictable and racy ride quality it offers seems to make it worthwhile. The only perceived trade-off for its all-out race speed is in the form of a slightly less playful package, which might not even be a concern to many riders. Factor in the Yeti brand perception and riders who like owning bikes that get catcalls and you basically can’t go wrong with the SB160.

YETI SB160 T1 TURQ

www.yeticycles.com

CATEGORY: Enduro

SUSPENSION: 170mm (front), 160mm (rear)

TIRE SIZE: 29″

Price: $7900
Weight: 34.4 pounds
Sizes: Small, medium, large, XL (tested), XXL
Frame tested: 160mm-travel carbon
Shock: Fox Factory Float X2
Fork: Fox Factory 38 GRIP 2/170mm travel
Wheelset: DT Swiss 1700
Tires: Maxxis Assegai 2.5 EXO+ front, Maxxis Minion DHR II 2.4 EXO+ rear

Seatpost: Fox Transfer, 31.6mm, 200mm (L–XXL)
Saddle: WTB Silverado custom
Handlebar: Yeti Carbon 35mmx800mm
Stem: Burgtec Enduro MK3 35mm x 50mm
Grips: ODI Elite Pro
Headset: Cane Creek 40 integrated
Brakes: SRAM Code RSC
Rotors: SRAM Centerline 220/200 front/rear
Rear derailleur: SRAM X01 Eagle
Shifters: SRAM X01 Eagle
Crankset: SRAM X1 Eagle carbon 170mm
Bottom bracket: SRAM DUB BSA 73
Cassette: SRAM X01 Eagle 1295 10-52
Chain: SRAM GX Eagle
Chainrings: SRAM 30t

GEOMETRY SIZE EXTRA LARGE

Head tube angle: 64º
Effective seat tube angle: 77.5º
Reach: 510mm (20.1″)
Stack: 635mm (25″)
Bottom bracket height: 353mm (13.9″)
Chainstay length: 443mm (17.4″)
Wheelbase: 1302mm (51.3″)