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First ride: Gary Fisher Superfly 100

The cross-country 29er full-suspension race bike finally comes of age

Gary Fisher's new Superfly 100 debunks nearly every possible argument put forth against 29"-wheeled dual-suspension race bikes: it's light, it's stiff, it handles brilliantly, and most importantly, it's brutally fast.

Claimed weight on the carbon fiber Superfly 100 frame is just 2.1kg (4.6lb) including the stock Fox Racing Shox RP23 rear shock and all applicable hardware – likely making it not only the lightest fully suspended 29er on the market but also well in keeping with most 26"-wheeled carbon flagships. Fitted with an appropriately race-ready build, the bike feels every bit as light on the trail as you'd expect and not unexpectedly, the Superfly 100 is an impressive climber with surprisingly smart acceleration.

In addition, the frame is remarkably stiff overall with accurate tracking even on rough terrain, a solid-feeling bottom end, and a rear triangle that faithfully follows the front. Credit here goes to the tapered E2 front end, the correspondingly enormous down tube, the extra-wide BB95 bottom bracket with drop-in bearings, and the stout rear swingarm with healthily proportioned tube cross-sections and well bolstered Active Braking Pivot rear dropouts.

Thanks to Gary Fisher's novel G2 front end with its increased fork offset and reduced trail, handling is also remarkably 26"-like with a particularly nimble – almost twitchy – feel that soundly negates any preconceived notions that 29ers can't handle twisty terrain. We had no issues whatsoever on tight uphill (or downhill) switchbacks and in general the Superfly 100 is plenty eager to change direction. Super short (for a 29er) 451mm chain stays make for comparatively easy manuals and general pivoting about the rear wheel, too.

Moreover, the Superfly 100's rear suspension is also up to snuff with an appropriately taut cross-country feel: small bumps are nicely muted, there's no mid-stroke wallow and a smooth progression towards bottom-out. There's excellent pedal response overall, too, with little need to engage the ProPedal if you have a smooth stroke unless you want absolute drivetrain efficiency – we were generally quite content to run without for most of the day.

Of course, the usual 29er advantages still apply: an overall smoother ride on rough ground, increased cornering stability, superb traction, and more confidence in technical descents since the front wheel's higher pivot point makes it harder to go over the bars.

Obvious downsides are few and far between at the moment. The low bottom bracket definitely aids the Superfly 100's cornering abilities but it's unfortunately so low that we hit far more rocks and roots with the pedals and crankarms than usual. There's also no getting around the fact that the larger wheels are unavoidably heavier than 26" equivalents – by about 12 percent on average according to Gary Fisher – and require more energy to get them going unless you compromise on traction and floatation by going with narrower and lighter rubber.

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This obviously means a little more mass to lug up the climb and the Superfly 100 likely wouldn't be our first choice for courses that require a lot of accelerations. But time gained elsewhere may still make it a faster bike than a traditional 26" full-suspension rig depending on the terrain.

There were also no problems equipment-wise save for the Bontrager rear wheel. We experienced a fair bit of popping sounds coming from a similar hub on our recent Trek Top Fuel tester and the one on our Superfly 100 was unfortunately notably worse, clicking and groaning in protest nearly every half dozen pedal strokes or so, and not always under heavy power. Gary Fisher product manager Aaron Mock says the company's wheel engineers are aware of the issue and are already looking into it but it's still not particularly confidence inspiring given the old DT Swiss-built rear hubs' bulletproof reliability.

Still not convinced? Check out the race results from the Subaru-Gary Fisher team this year: Jeremy Horgan-Kobelski and Heather Irmiger took home four US National titles this year on 29" wheels and most recently, Willow Koerber earned a bronze medal at the UCI World Championships on a Superfly hardtail – after only having ridden on 29" wheels for a handful of weeks prior.

Oh, and toss out the notion that only taller riders can ride 29ers: Irmiger is only 1.63m (5' 4") tall and Koerber measures 1.55m (5' 1"), and both are now full-time converts by choice (Irmiger rides a medium!).

Two-niner holdouts: your chariot has finally arrived. Check back in a couple of months for a proper long-term review – we're actually looking forward to this one.

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First Impression: Gary Fisher Superfly 100

By Josh Patterson

Last year it was the Fisher Superfly 100. This year the Gary Fisher brand has been completely absorbed into the Trek mothership. The Superfly, along with other Fisher 29ers, is a now member of Trek’s "Gary Fisher Collection."

What does this mean to the average Joe? Well, the name on the bikes now reads "Trek" where they once read "Gary Fisher", but more importantly, Trek will have a 29er presence in many more bicycle shops. Consumers shopping for a new 29er will have access to more brands. Choice is good.

With an MSRP of $6,300 this OCLV carbon racer is the cream of the Fisher Collection. And there’s no better way to test a race bike than by racing. The Superfly 100 Elite’s trial-by-fire came during a 13-hour race. Conditions were less than ideal, and despite the rain and mud the XO drivetrain performed flawlessly and the 110mm of rear suspension were much appreciated. Speaking of the suspension, the Superfly 100 uses Trek’s ABP suspension technology, which utilizes a pivot concentric to the rear axle. I’m still dialing it in, though it is proving to be plush and very active.

Handling is predictable in most situations. Though I’m still adjusting to the Superfly’s G2 Geometry, which uses increased fork offset to reduce the bikes trail figure. Less trail means quicker handling. When slowly picking lines through rock gardens the front wheel has a tendency to feel overly light.

At speed the bike feels very stable; the ride is more trail bike than XC racer, which, in my opinion, is a good thing. I’ll be riding this bike for the seven days of the Trans-Sylvania Epic and want a bike that will be forgiving when I’m deep in the pain cave.

Stay tuned to find out if the Superfly 100 Elite and I ever make it out of the pain cave.

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Tech Report: Gary Fisher Superfly 100 — a carbon full-suspension 29er.

During the middle part of the 2009 racing season the subaru-gary fisher team gave jeremy horgan-kobelski, a racer with a preference for hardtails, a new full-suspension bike. to the surprise of many he raced it in some of the biggest events during the second half of this season. jhk rode fisher’s new superfly 100 in two world cups, the marathon national championships, which he won, and the last two stops of the pro xtc series (where he won the overall series)..

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By Matt Pacocha

JHK’s custom Superfly 100 at the introduction.

Photo: Matt Pacocha

During the middle part of the 2009 racing season the Subaru-Gary Fisher team gave Jeremy Horgan-Kobelski, a racer with a preference for hardtails, a new full-suspension bike.

To the surprise of many he raced it in some of the biggest events during the second half of this season. JHK rode Fisher’s new Superfly 100 in two world cups, the marathon national championships, which he won, and the last two stops of the Pro XTC series (where he won the overall series).

It should be noted that JHK has raced the Superfly 100 more than any other full-suspension bike Fisher has provided him in his five years on the team, — 29-inch wheel or otherwise.

“It was one of the easiest transitions (to a new bike) I’ve ever made,” Horgan-Kobelski said at Fisher’s unveiling of new bikes last weekend at Deer Valley Resort, Utah.

So the Superfly 100 will likely go down as the bike to convert JHK to full suspension. It’s also the lightest full-suspension bike that Fisher has ever produced, at 2,100-grams (medium, frame, shock and hardware). And in a departure from the original Superfly hardtail, which is made overseas, the Superfly 100 is 100-percent OCLV carbon, which is made exclusively at Trek’s carbon manufacturing facility in Waterloo, Wisconsin.

Gary Fisher, the man, has been a 29-inch evangelist for many, many years, but his namesake bicycle brand has produced them for a decade. Working on the product for a decade is important, according to Fisher.

“When the first butted chromoly tubing came out, it took them about 10 years to get it so the stuff wouldn’t break — that was back in the ‘20s,” Fisher said. “When the first aluminum frames came out it took them 10 years until those things stopped cracking on a regular basis. When the first suspension came out, good old RockShox, we spec’d one on our bikes in ‘91 and our dealers thought we were crazy. It took about 10 years for those things to become refined enough to where everyone said, ‘it’s a no-brainer, I’m getting it.’ So it’s no coincidence: 29er — 10 years.”

Superfly 100: Fisher’s Most Advanced bike yet

Before we get back into the debate over wheel size, we should go over the specifications of Fisher’s newest top-of-the-line model. The Superfly 100 incorporates all of the highest technologies found within the Gary Fisher and Trek family. From the Fisher side comes the decade worth of refinement to 29er geometry. Highlights here include the G2 geometry and fork offset and 29er Advantage, which pertains to creating the shortest rear center measurement possible for better, more 26-inch-bike-like handling.

Trek offers the whole of its latest suspension and carbon engineering advantage to Fisher’s flagship, full-suspension project. These include the Net-Molded E2 tapered headtube, BB95 Net-Molded bottom bracket and ABP concentric rear pivot. In a first from Trek, all of the Superfly 100’s bearing seats are Net-Molded as well; there is no metal molded into this frame, save for the threads for the direct mount front derailleur. Couple all of this carbon technology with one-piece OCLV seatstays and a 44-gram carbon swing link as the finishing touch. The Superfly 100 uses these features to produce 110mm of rear wheel travel. Together, all of these technologies make for one of the most advanced cross-country, full-suspension bikes available on the market for 2010 — 29er or otherwise.

Component Picks

Continuing the impressive story surrounding the Superfly 100 is its raceable, yet relatively affordable parts selection. Top of the line cross-country suspension components come from Fox Racing Shox in the form of the brand’s 100mm F29 RLC and RP23 with Boost Valve. SRAM, Truvativ and Avid take care of the component group with a collective of the joint brands’ “Design Your Ride” Redwin components.

A smart selection of Bontrager alloy and carbon components finish the package: Race X Lite alloy wheels, stem and Race Lite Big Sweep flat handlebar are complemented by the weight savings from the Race XXX Lite carbon seatpost. Maybe more impressive than the Superfly100’s technological package or component picks is its price. While some manufacturers offer less for more, Fisher prices its flagship at an expensive, yet attainable $5,560.

While a couple of hours on any bike are hardly enough to pass any sort of judgment, my initial impression was good. It was similar to my first ride, three years ago, on Trek’s ABP suspension platform. During that launch I rode Trek’s Fuel EX 9, a 5-inch-travel bike that pedaled uphill, and on flats, like a full-on cross-country race bike. From that point I was convinced that ABP is a good system and it doesn’t disappoint on the Superfly 100.

I was able to ride the bike comfortably with the shock in the open position for just about the entire ride, save for checking out how it felt with ProPedal. Without going too much deeper, I’ll leave my impression at this: If Trek had launched this bike, with all of the same technology at a higher price, I would have been impressed. The lower-than-expected price and the fact it has 29-inch wheels did not dampen my impression at all.

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Trek Gary Fisher Superfly 100 Elite 29er – First ride review

• by Cyclesgo

Trek are underpinning their commitment to their Gary Fisher collection of 29ers by offering five models of Superfly 100 for 2012; three with carbon fibre frames and two with aluminium. The Superfly 100 Elite sits second from top in the pecking order. With great handling and a decent spec, it’s one to watch out for in 2012. We put the Superfly 100 Elite through its paces in the forests of the Austrian Alps during Trek’s 2012 mountain bike launch, riding a set of trails that offered pretty much everything you’re likely to want to come across on a short-travel, racy bike.

Frame tweaks and the addition of a rear through-axle for 2012 have definitely stiffened up the back of the jamis hardline c3 bike, and when applying power from standing starts and powering through swooping bends it tracked well. On rocky and rooty climbs, drive through the rear wheel felt direct, helped by the relatively short (452mm) chainstays, but without undue wandering at the front end. Dropping down fast, rooty descents the stiff head tube and fork combo lent immediacy to the steering without it ever feeling either twitchy or sluggish at slower speeds. The longer fork offset (51mm) of Fisher’s G2 steering has a lot to do with this, and the front end felt more manageable, more predictable and less twangy than some other 29ers we’ve tested recently.

The jamis hardline c2 comfortably wide (680mm) Bontrager Race Lite carbon bar helped in this area, and the 15QR front axle is also a vast improvement over last year’s open dropout. It tidies up the front end handling and adds a little more confidence on more technical terrain. Simply put, the front end feels planted. The Superfly’s US-made OCLV carbon fibre frame and swingarm have been tweaked for 2012, with the top tube flowing into a beam-like gusset to add rigidity to the upper seat tube while keeping the bike’s industry-leading standover height.

The E2 tapered head tube/down tube/top tube junction is still a volumous heft of carbon weave that adds to, rather than detracts from, the bike’s overall ‘straight down to business’ aesthetic, and the swing link is the same stiff and light flow-moulded carbon affair. Perhaps the most significant change, at least the one we’re most likely to feel as riders, is the switch to through-axles at both ends of the bike. Both stiffen up the peripheries of the bike in areas where noodling can get irritating on rougher trails. The ABP Convert system at the rear is easily switched from 142×12 to a standard 135×5 quick-release, should you want to regress or use an older rear wheel.

The Fox 32 fork and Float RP23 shock felt taut and balanced, and dropping down rock steps, both felt like they had plenty in reserve. In fact, we were surprised to see we’d used full travel on the fork; certainly the bike never felt like it was getting out of its depth. Meanwhile, the low-profile Bontrager 29-1 Team 2.2in tyres held their own in the wet, rooty conditions. They’re fast rolling and quick off the mark, though we’d opt for something with a little more bite if the going gets looser.

The Shimano XT drivetrain gives smooth shifts from its 2×10 (26/38T) chainset, and we appreciated the higher gear of the 11-36T rear cassette (last year’s was 12-36T) to compensate for the one-tooth-smaller big chainring. The new XT brakes serve up masses of power, but the short two-finger levers are tricky to reach, even set right against the grips, if you’re a middle-finger-braking aficionado.

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Quick Review: Trek Superfly 100 29er Full Suspension MTB

While at the SE Bike Expo this past weekend, I got a chance to throw a leg over the new 2012 Trek Superfly 100.

As many of you already know, the Trek Superfly 100 is a carry over from the Gary Fisher days. Trek brought the two brands together to essentially give them a Trek branded 29er lineup. They kept the Gary Fisher name by making it a collection , but you are basically getting the same bike as before with the Trek logo. Trek owned Gary Fisher anyway, so it really made sense from a branding point of view.

For 2012, the big change to the bike was the addition of the 142mm rear end with 12mm rear thru axle. This does a lot to stiffen up the rear end and unify the rear triangle with the front main frame. We are starting to see a lot of manufacturers go to this setup over the past couple of years. While it creates yet another variable (the 142mm rear hub width vs. conventional 135mm), anything that brings more rear end stiffness to full suspension mountain bikes is a welcomed bonus.

The bike still features the Trek Active Braking Pivot a RockShox Maxle thru axle system.

The color scheme also changed for 2012 to a raw carbon look (vs. the white previously) with bright blue accents. Personally, I am liking the darker color scheme Trek is using for their lineup this year. The Fuel EX and Remedy got the same treatment. Other than that, you get the same G2 geometry that you are used to out of the 29ers from Fisher and a host of Bontrager/Shimano components to round out the build. Weights for this Elite model (MSRP $5,249) are coming in around 26 pounds.

One thing to keep in mind with current Trek bikes, their sizing is a little bit different than you might be used to. I typically ride a large in just about all brands. On a 2012 Trek, I ride a 21.5 frame because it is an actual 19.5. When you go to test ride a Trek, try the one size up than you normally ride first.

The Trek Superfly 100 is a purpose built machine in all reality. While there will be a lot of enthusiast riders who buy this bike purely because they want a light 29er, the real purpose of this bike is to go fast on XC race courses and endurance events. During these events, all of your time that is made up to hit the podium is done on climbs…not the descents. So fast race machines have to be able to climb like a bat out of hell. They don’t really care how they descend…just get me to the top and do it quickly.

The Superfly 100 is built to do exactly that…climb. When you get into slight rises or long ascents, the bike seems to just pedal forward with enough suspension to gain traction without robbing you of precious energy. The Active Braking Pivot does a great job of preventing unwanted pedal bob while hammering up the climb and the geometry of the bike keeps the front end planted down while tracking straight. Basically, everything you would want the bike to do while climbing…just works.

That is where the love affair with the Superfly 100 stops…at least for me. Those same stable characteristics that make the Superfly 100 such a great climber are it’s downfall in tight/twisty singletrack and downhill. The suspension on the Superfly (at 25% sag) is really setup just to take enough of the edge off that you don’t get super beat up on XC races. You still feel just about every single part of the trail while you ride. It is not a plush setup even when you start to let air out of the 110mm rear travel frame.

That stability you feel in the climbing is also largely in part because of a long wheelbase on this bike. That same long wheel base makes the bike hard to maneuver between tight trees and switchbacks. It is more of a sweeping turner than a pinpoint direction changer. It takes more body english and throwing your weight forward on the bike to get it to spin around.

While headed downhill, the Active Braking Pivot works as advertised by keeping the suspension active under braking forces, but the bike just isn’t comfortable with the tires leaving the ground or bombing technical descents. However, I would expect this out of a bike that is essentially built to be a mountain goat.

Overall, the bike is great for what it is built to be…a light XC race/endurance bike that will make up time where it matters the most…on the climbs and flats. It pedals incredibly well and makes you feel like you are faster than you are when you are pointed skyward. Throw a little bit of money at this Elite (ok…maybe a lot of money) and you could have a 23 lbs. racing monster that will get you to the podium.

Those same characteristics that make this bike such a great racing thoroughbred make it a hard sell for enthusiast riders in my eyes. If you want to have the latest and greatest light full suspension mountain bike frame, then you are probably looking right at this offering from Trek. However, I think there is more fun to be had on several other bikes in the industry (especially for this price) if you are looking to maximize your fun on the trail and not just be the first one to the top of the climb. It is not going to be confidence inspiring going downhill unless you already have some serious skills.

For my purposes, I would look into this frame if I was going to race endurance events. For fast XC racing, I would probably look closer at the Niner Jet 9 RDO as it’s geometry will turn faster through tight sections of trail.

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2011 Trek + Gary Fisher Product Preview

Fuel EX The top of the line Fuel EX 9.9 , which gets a full SRAM XX package in 2011, is now a 100-percent carbon frame. The chainstay, the last part that was aluminum on the outgoing 9.9, is now carbon and the switchover saves 100g: claimed weight for a complete bike is just over 22 pounds.

Light is good, stiffer is really good.

Which is why at the rear of the Fuel EX is a new variation of ABP dropouts called ABP Convert, which lets you swap the 135mm QR dropouts to the increasingly popular 142x12mm thru axle system (Trek uses a RockShox Maxle Lite QR axle). Trek claims that ABP 142 dropouts are 40% stiffer than a standard open dropout. Trek specs matching 142mm rear wheels on all EX carbon models and on the aluminum EX 9. Less expensive models get 135mm rear wheels, but can be upgraded (excepting the base EX 6 and EX 6) to 142 in the future.

You might be surprised to see DT-Swiss wheels on the higher end Fuel EX models—and some Remedy and Scratch models as well—instead of the usual Bontrager (a Trek-owned brand) stuff. John Riley, Trek’s mountain product manger, explained that there is no directive that states he must spec Bontrager components; he’s free to pick the best parts to hang on his bike. Riley liked the performance of the 142x12 rear end, but Bontrager didn’t have compatible rear wheels, so DT got the call up.

A final small, but noteworthy update: Trek added dropper post housing guides to the EX.

The Fuel EX line grows by one model in 2011. There’s a new low end carbon bike, the EX 9.7 . Including women’s specific, there’s a whopping 11 models in the EX line.

Carbon Tax? Rewinding the tape a bit, lots of folks are worried about rolling with a carbon bike for MTB. Trek would prefer that your carbon mountain bike lives a very long life as well, and usesz a two-part protection system to protect the otherwise vulnerable (to rock strikes) down tubes of EX’s and other carbon Trek mountain bikes. On the outside is Carbon Armor, an external pad on the undersides of down tubes, near the bb; OCLV Mountain is a tougher, and slightly heavier carbon layup used only on more vulnerable areas of the frame.

Remedy The top of the line Remedy 9.9 gets endowed with carbon “seatstays” made from toughened OCLV Mountain composite; chainstays are still aluminum. The 9.9 will also get a SRAM XX group. Trek added dropper-post housing guides and Remedy receives ABP Convert: like the Fuel EX, if it comes with a 142x12 rear end, it has DT-Swiss wheels.

Remedy (and Fuel EX) models with FIT-damper-equipped Fox 32 forks get a Trek-specific tune. The heart is a custom piston with two ports, instead of the stock three, and a larger diameter base shim on the compression side. Trek claims their tune is smoother and more reactive, and better matches the feel of its proprietary (Fox made) DRCV shock than the standard Fox tune.

The DRCV shock receives a bit of love also in the form of refined rebound tune which, Trek says, provides a touch more control on bigger impacts, without effecting the ride on smaller bumps. (Way more on the benefits of DRCV here )

Trek added two models to the Remedy line: a lower end carbon 9.7, and a new high end aluminum model, the Remedy 9.

Scratch Air The 167mm-travel Scratch Air frame remains unchanged for 2011, but it sees a host of parts refinements. Up front it gets Fox’s all new 160mm 36, naturally. In back, Trek has replaced last year’s Fox DHX Air shock with a custom tuned RP23. Trek says it found no performance advantage in the DHX Air. Plus, the RP23 is much lighter. Internally, the shock receives a custom rebound tune designed to improve control on big impacts.

All Scratch models have what Trek dubs, “integrated downtube protection,” which is their fancy way of saying, ‘rubber pad.’ Like Carbon Armor on Trek’s carbon bikes, it protects the frame by blunting rock strikes on the underside of the downtube near the BB, but on Scratch models, it’s removable. It’s not just cosmetic protection: a hard strike from a pointy rock can damage an aluminum frame enough to cause a premature frame failure. The pad can be retrofitted to last year’s Scratch frames.

Scratch Air models have a 2x10 drivetrain with Race Face cranks an MRP shift guide and a bash guard. The top end Scratch Air 9 has DT-Swiss wheels.

Scratch The Scratch (no ‘Air’) uses the same frame as the Scratch Air, but has a coil-sprung suspension. In 2010 the Scratch and Scratch Air were both spec’d with 160mm forks. For 2011, Trek uses the new coil sprung 180mm Fox 36 in partnership with custom tuned Fox coil shocks. The top end Scratch 9 has a DHX RC4 shock with a tune influenced by what Trek’s World Cup Downhill racers use on their Session DH bikes. Trek says it tuned all three compression valves: it’s more responsive with more control in the midstroke than the stock RC4 tune.

Scratch models don’t have a front derailleur, and Trek specs a 9-speed drivetrain with Race Face cranks and MRP chainguide. Like the Scratch Air, it has the downtube protection pad. If you want a front derailleur with your coil springs, the Scratch frame will accept one.

Gary Fisher Collection The Gary Fisher collection as been up on the Trek website for almost a month now, but beyond big Trek logos, there are refinements to these models as well.

Superfly For 2011 the Superfly carbon 29er hardtail shaves 150 grams off its frame with a claimed 15 percent increase in torsional stiffness; the weight loss comes despite getting Carbon Armor for the underside of the down tube. There’s an all new rear end that’s almost all carbon: the only bits of aluminum are the dropout scuff guards. There are now five sizes, and they’re now equipped with 100mm rather than 80mm forks.

The Superfly also gets something called Fisher Control Column (FCC), which refers to a front wheel equipped with taller and wider hub flanges, which increases the spoke bracing angle, as well as 25mm hub endcaps, which increase the interface area between the fork and hub. Both are claimed to boost front end stiffness and improve steering response and accuracy. It’s not a new idea: Specialized has pushed its oversized end caps, and a stiffness improvement, for a few years now. FCC will come in two versions: Trail and Race. The difference comes down to rim width: 25mm for Race, 28mm for Trail.

There are now two Superfly models, one with a SRAM X.0 build, while the less expensive Superfly Elite has SRAM X.9.

Superfly 100 The full suspension Superfly 100 ‘s one frame change for 2011 is the addition of Carbon Armor under the down tube. Otherwise, it’s down to spec changes. There are now two models: the Superfly 100 has a SRAM X.0 build, while the less expensive Superfly 100 Elite has SRAM X.9. Both get FCC Race wheels.

Rumblefish Trek calls the Rumblefish “The Fuel EX of 29ers.” Updates are relatively minor for 2011: the biggest change is the addition of ABP Convert to the rear end. Up front there are FCC Trail wheels.

Paragon The Paragon features the new Pro Series hardtail frame—a higher end aluminum 29er frame Trek calls, “An aluminum version of the Superfly.” It has a 1.5/1.125-in. tapered headtube and press-in BB86 bottom bracket. The Paragon comes with 100mm-travel Fox forks and is offered in five sizes.

Cronus CX Fisher goes high end with CX with this carbon ‘crosser . It’s pretty stacked with features: 1.5/1.125 tapered head tube, FCC Road and internal cable routing (will accept either full or interrupted housing). Trek/Fisher have used a low mount brake hanger that attaches to the fork crown (instead of the typical high-mount hanger which clamps to the steerer tube, or hangs off the headset top cap), claiming it removes braking forces from the steerer tube and reduces brake chatter.

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Gary Fisher Superfly 100 29er Full Suspension

• Frame: OCLV Co-molded carbon main frame and rear swingarm
• Fork: Fox F100 FIT RLC 29, 100mm travel
• Cassette: SRAM PG990 11-34 9spd
• Crank Set: Truvativ Noir Redwin Carbon, 44/32/22
• Stem: Bontrager Race X Lite OS, 7d rise, 31.8mm
• USER REVIEWS

~Looks ~Sweet ride, when not breaking ~Plush, 110mm travel ~Bike flies thru singletrack ~Can double as all-day Trail bike too ~G2 geometry really works ~E2 tapered head tube is STIFF ~Crazy light

~All 2010 swingarms crack. Period ~Outdated tech; 135mm rear/9mm QR front- cannot do ABP Convert to 142x12 ~Price. I still cannot believe how used, non-warranty bikes are selling for close to $3000! ~Bontrager stock saddle is intended for road use only

In June, 2010 - Gary Fisher engineers went back to the drawing board(CAD drawings), to see why 98% of SF100 frames were coming back broken. Turns out the rear chainstay bridge was the Achilles Heel, prone to separating under heavy loads. They increased the unidirectional carbon layup by 30% in this sensitive area. It appears the bridge cracks were rectified in July, 2010 - but then came a NEW problem - the rear ABP pivot started showing stress cracks, as a new path of least resistance was found. GF beefed-up that area with a robust 142x12mm rear axle, and made the improvement available on the 2011 Trek Superfly 100 Elite. All 2010 SF100 owners were warrantied a new 2011 frame - but was somewhat stuck, as the front G2 fork still was 9mm QR. Many owners started selling their new warranty frames on eBay, for outrageous prices. Buyers of them had NO IDEA that once the frame broke....they were essentially out a bike! I must admit - the frame has sublime handling. It climbs like a hardtail 26er....but BETTER. The confidence to roll over anything is simply amazing. Descents were no longer a daunting undertaking, but FUN now! With all these positive attributes aside - I still would discourage you from buying this bike. In fact, I call it a Gary Fissure Superfly 100. Trek has now taken over the manufacturing, with far more stringent FEA analysis and design. You can rest assured the 2011 and 2012 SF100 frames are essentially solid buys, through and through.

Similar Products Used:

Niner Jet 9 RDO Santa Cruz Tallboy Specialized S-Works Epic 29er Rocky Mountain 999 RSL Felt Edict 9 SL Scott Genius 900 Yeti SB-95

Sweet ride I loved this bike, but unfortunately its not for the long haul. If you spend 5K on a bike it should last longer than 2 years.

Rear swingarm. I rode this bike for 2 years with no problems. This spring I broke the rear swing arm and Trek owned up to the fact that they had a problem with the 2010 model. I was pleased to find out that Trek covered everything and my LBS covered all the labor. I got the new swing arm from a 2012 model and went out to give it a try it lasted all of 5 miles on a moderate trail ride and as I climbed a hill it folded up on me. I broke the chain side chain stay right in the middle and cracked the left side right by the bushing mount. I was completely amazed. I call my LBS and they sent it back to Trek right away. However this time they said that the break was caused by a side impact and not a defect in the carbon. I had 4 other guys riding with me at the time and there wasn't a crash or impact of any sort. They offered me a replacement swing arm for $400.00. I am very reluctant to spend the money knowing what happened and having absolutely no confidence in Trek to support their product. I will be spending my money elsewhere from here on out. The sad thing is it was a really sweet ride but definitely way more risk than reward. I feel bad for my friends and family members that bought the same bike because of my initial experience. Buyer beware.

Trek will not stand behind their product. Read all 193 reviews of similar problems. Spend your money elsewhere.

Specialized epic expert Specialized stump jumper FSR Elite Gary Fisher Rumble fish 2

Lightweight Stiff frame geometry turns a 29 into 26 on tight twisties

Wheelset, grips, tires, bars

This is my first FS after a lifetime of riding hard tail 26er's. I'm glad I waited until FS 29er's evolved to this great machine. I've got about 100 miles on my 2011 that I got for a good deal this spring. 29er is da bomb for just about every situation. Suspension: The Fox front and back are silky smooth and adjustable. The pro-pedal works well for removing most climbing bob. I'm not looking forward to rebuilding these as much as they say they need to be.. we'' see. Frame: This is a piece of art. Stiff with nice lines and no welds. The G2 frame with the axle pivot seems to allow the suspension to work under braking. It is strange figuring out how to remove the rear wheel. Components: x9 all around. I've always been a Shimano guy so SRAM was a stretch but the x9 has been working fine, no finess here just smash 'em. Brakes: ElixerR. I'm not a disk brake expert but these work fine and modulate pretty well but mine are noisy as hell. I guess I didn't seat them properly or something. Bontrager: Not too impressed with these parts. Sweeping bars are a joke for cross country. grips are crap. Wheels seem heavy and nothing special. The 29-1 tires are worthless for the northwest terrain I ride but may be good for dry . Overall: I'm in love

Light, fast and can handle most trail riding as well as racing

Early model had some frame cranking issues but I should note that GF replaced promptly.

This is the best all around bike I have owned. It excells at endurance racing. The early models had some fabrication issues with the frames but Trek/GF replaced promptly. The service at the Boulder Trek store was stellar.

Air Nine Carbon, One 9

Light, great steering, plush suspension (like having a trail bike stuffed into your XC race rig), at speed it handles heavy chop better than any other 29er full suspension. Lifetime warranty on 2010 (and I've needed it). Stock 3x9 worked well. Steamroller RXL wheels (heavy, though).

Cracked the frame (who didn't!?), Avid Elixir brakes suck. Stock tires, grips, and saddle were tossers, so is the bar unless you happen to like it (fine with me). The pedals smack the ground a lot!

Let's start with the bad and go to the good. Bad: 1. The failure rate among the group of people I know with the 2010 SF100 was 100 percent. 5 of us. All of us had heard of the frame failures, all of us called to make sure our bikes were not in the defective (read, fail in the first 20 minutes) group, and yet we all had failures. Trek stood by their warranty and, as far as I know, we are grandfathered in to the lifetime warranty. They have replaced my 2010 with a 2012. I have not heard of a lot of 2011 failures, so we'll see what happens. 2. Avid brakes. Avid brakes suck. They are a pain in the rear to bleed, and the cam rocker which is supposed to provide such great modulation gets crap behind it after about 18 months of use. It requires the caliper to be rebuilt. Most mechanics look at it and think since the piston won't retract that it needs a bleed, but the bleed doesn't solve the problem. Then you either have to have a really good mechanic to rebuild them or send them to Avid. This happened to me at the Cape Epic in Africa. I switched them to 2010 XT. Identical performance. And I can bleed them myself (with olive oil if I have to!) and not use caustic chemicals. And 2011 (and now 2012) XT/XTR is better. Replace the brakes. 3. Tires, grips, saddle, and bars all sucked. The saddle was laughable, it belonged under my aunt's big butt at the beach. FWIW, these all end up being swapped often, anyway, but it would have been nice to have something worth eBaying! 4. After sag, the low BB causes more pedal strikes than anything I have ever ridden. You can adapt to this. Now the good: The bike is just plain fast, and the Fisher geometry with the specific crown offset is real. I test rode every 29er FS I could, this was the only one where I felt I could be riding a smooth flowy section and accelerate into hard chop. The travel is less than a SC Tallboy but feels as plush or better. I've had a bit of a time getting the suspension dialed so that it's perfect on slow, bony singletrack and then good for the ripping descents. But there is nothing like it wide open. Uphill I do use propedal and (if it's a long climb), will slide the low speed compression damping dial on the fork to limit bob. Even with PP on, climbing out of the saddle has too much bob, but seated I always have so much traction it's rarely an issue. With a fast rolling tire it just hauls a$$. In one of my first races on it in 2010, still getting to know the bike, I was able to bomb a bony singletrack descent wide open, totally in control, right past a local pro who was taking it fast. Unreal. If the 2011's have held together and you want a really fast bike, a 2011 or 2012 is a great choice. The warranty is now 2 years, though, so read the forums and make your choice.

Santa Cruz Tallboy, Specialized Epic 29er, Santa Cruz Blur

light, fast, nimble, smooth

bike rips. only about a month on the bike so far but very happy. lucky to find a 2010 demo at LBS with 300 miles and full warranty which mitigates potential frame issues. this is a xc race machine but i ride it AM and love it. only weaknesses so far are the stock sweep bars.

stumpy 26er

Nimble, climbs great, comfortable, light, fast, etc

Tires, grips, frame, rear hub

When it is in working condition I really like the bike. it is light weight,rides and handles great. A big upgrade from the 2000 Cannondale I was riding before. Like a lot of others I am having issues with the frame. I have had two of the lower swing arms replaced. The first cracked at the pivot and the second broke completely in two at the mid point of the chain stay. Also I have had a sleeve/bushing in the lower pivot come un bonded from the frame. I was told this sleeve is to take up the slack in the pivot. When it came un bonded it allowed the rear triangle to flex side to side. LBS glued it back to the frame. Said if that didn't work the frame would have to be sent back to the factory so they could press fit a new sleeve in to the frame. Finally I am beginning to suspect I am having issues with the rear hub. Whenever I push the cranks hard, especially standing, it makes a really loud clanking noise as the drive train skips forward. Through out the LBS has been great and Trek/GF had honored the warranty and had the bike repaired in reasonable time. However, I am disappointed to be having so many issues with this bike in such a short time. Can't help but wonder how many more issues I will have as the bike gets older. If I had it to do over again I do not think I would have purchased. Think I would have sacrificed the low weight and other pluses and went with a lower end bike for less cost.

Fast, nimble, stable, comfortable

Low BB, handlebars, fork QC, brakes, tires

This is a great, fast, good-looking XC race bike that can handle some rougher trails. It's quick yet also stable when it needs to be. It feels like a 26-inch bike. It's so fast and smooth that riding it feels like cheating. Here are some notes: 1. A lot of these frames have been breaking. From what I could gather, these were frames made early in the production run (they changed the carbon lay-up later in the run). Call Trek Tech Support at 1-800-585-TREK and give them your serial number. They'll be able to tell you where in the run your frame was made. Nearly al the early-run frames broke but the mid-later frames seem to be OK. The lifetime warranty should take care of this. 2. The BB is restrictively low. I smash pedals/crank arms all the time, way more than any other bike I've owned. You really have to be aware of your pedaling in technical terrain and through corners. Get some pedal boots from Race Face that fit right over the Noir crank arms. 3. I don't like the Bontrager Big Sweep bars at all. Low-riser bars work a lot better on this bike. 4. The brakes are an absolute P.I.T.A. to set-up. Love them when they are set-up, but getting them there takes a lot of time and effort.

Trek Fuels and Top Fuels

Fast everywhere ! lightweight and nimble like a fox .

Durability. Too light. Swing arm main pivot broke. Sleeve for main pivot came loose and broke main pivot.

If you this kind of money to play with and want durability then buy Titanium !

STP, Fuel, 2 Stumpys.

Lightweight, climbs very well, descends surprisingly well, great suspension design

Flexy wheels, front brake squeal (F29 FIT RLC + Avid Elixir CR), narrow bars, long stem, saddle creaks and rear catches shorts, foam grips are terrible, cable housing not trimmed--lots of cable rub on fork crown

One of the lightest production FS 29er on the market. Very fast and racy. My riding buddies are more reluctant to ride with me since I'm so fast on it--they're happier when I'm on the Kona Dawg (which rides like a dog in comparison). I'm 5'7" and I went from a medium GF Rig (17.5) to a small Motobecane Fly Team Ti 29 XO (15.5), thinking the Rig was too big. I kind of regret that I sold the Rig, which handled so much better, so I got a medium GF Superfly 100 (17.5) which lived up to my expectations and is my primary go-to bike. The Moto Fly is like a Ti copy of the Superfly (HT) w/o the G2 fork and pedals the best out of all my bikes. The SF100 doesn't pedal as fast even with ProPedal, but I think it's more likely due to the tires (Ikons on Moto and Captains on SF100). The traction the SF100 gets is amazing, so I find it an acceptable trade off. I have tons more confidence at speed in corners and do so much better in deep sand compared to the Moto on Ikons. This suspension is great. I haven't been sold on dual short links, but I've only ever tried the Flux. I think a well tuned 4-bar is no worse, such as the case of the 575's suspension and ABP. I haven't bottomed it out yet, following all the recommended settings. 150 psi in rear, 60psi in front with 140 lbs of riding weight. The Turner Flux DW and 575 were much plusher, but the Flux bottomed out fairly often. I didn't ride the 575 on the same trails as I ride the SF100 on, but I get the about same fun on this, since it climbs so much better, but I do miss being able to launch off of rocks, roots, and rollers. The 575 definitely wins on the descents, but just isn't as fast or light as this SF100. The Kona is burly, but very noisy--I mainly bought that to abuse on jumps and big hucks anyways. The components need a little tweaking. The stock Bonty saddle catches on my shorts whenever I go behind the saddle and it's nose creaks. I might need to trim the seatpost since it doesn't go very deep into the frame, but the WTB saddle I put on does better about not catches my shorts. A little chain suck, but there's reinforcement there and it happened as a combo of too much pressure and a dirty drivetrain. Wheels were too flexy and did poorly off-camber, in ruts, and bouncing through rock gardens. Stem is too long for sure... the ETT on GF bikes are a bit longer than usual, but it works great with a short stem and wide handlebar. My front shifter must've got bent somehow, since the upshift paddle gets stuck behind the one that shifts down. I found I like the upshift paddle adjusted further out anyways (love that feature on XO shifter). It descends so fast that it needs a stronger brake up front--I plan on upgrading it to 185 down the road. This seems to hit a decent point in comprimise between what I'm looking for in a bike that can race yet be a full time trail bike that can handle tours, trying out new trails. My other considerations when shopping were the Anthem 29 X and Rumblefish, but I'm kind of glad I went this route since I can give up a number of my other bikes while I think I probably would've kept my Ti 29er HT around if I went with my other choices.

Schwinn Homegrown Factory XT, Gary Fisher Rig, Yeti 575, Motobecane Fly Team 29 Ti XO, Turner Flux, Kona Dawg, Titus FTM

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Mark McClusky

Review: Gary Fisher 2010 Superfly 100

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Editor's note: We recently reviewed the tough-as-nails Superfly. That bike is old hat compared to the improvements made on the newest model.

First, a little history lesson. For hardcore cross-country mountain bike racers, the equipment of choice is a hardtail bike with 26-inch wheels. That's to say, there's a suspension fork on the front of the bike, but there's no suspension in back. Without a rear suspension — the theory goes — the bike is lighter, more efficient and just faster. The frame material has changed over the years, going from aluminum to carbon, but the hardtail is still the dominant choice for cross-country racers. This is the received wisdom.

And it is wrong.

How wrong? At this year's National Cross Country MTB championships, Jeremy Horgan-Kobelski and Heather Irmiger both won national titles, both of them riding the Superfly 100. (Incidentally, Horgan-Kobelski and Irmiger are married, making them possibly the fittest household in America right now.)

It's not surprising that Gary Fisher would be the guy to build the bike that finally overthrew the hegemony of the hardtail. Fisher's been on another quest for years: to convince riders that larger 29-inch wheels are not only acceptable for a mountain bike, but superior to the standard 26-inch size. Larger wheels, the theory goes, are able to more easily roll over rocks and roots, soaking up more of the trail.

In our testing, we became believers — although the Superfly 100 has 100mm of suspension travel on both the front and rear, we were able to ride trails that often call for 120mm of suspension on a 26-inch wheel bike. Simply put, it was more confident on the rough stuff.

Riders who eschew 29-inchers tend to talk about the difficulty of getting the larger wheels up to speed, and the fact that the big tires can make for slower steering and handling; the wheelbase has to account for the upsized hoops. But in our riding, on a combination of singletrack and fire roads, we never found ourselves thinking about the maneuvering or acceleration. Switchbacks were easy to negotiate and the bike is so light and quick feeling that we were handling them better than usual.

Part of the great handling of the bike could be credited to its low bottom bracket, which keeps you stable in turns. Unfortunately, that does mean that you'll bang your pedals more often on rocks than with many other bikes; we definitely noticed more collisions. The rock-solid feel of the carbon frame also helps the handling. One look at the gigantic down tube will tell you that Fisher (borrowing technology from its owner, Trek) is trying to build a super-stiff carbon bike, and they've succeeded. There's no feeling of flex in the front end even under extreme conditions, so you start to trust that the bike will just go where you point it.

The Superfly 100 tips the scales, with the stock parts, at a very, very competitive 24.3 pounds. This isn't the lightest race bike around — hardtail 26-inch bikes can get down under 20 pounds. But you can take some weight out of the Superfly 100 with components swaps; Horgan-Kobelski's bike apparently tips the scales at just over 20 pounds.

Shifting is handled by a combination of SRAM and Shimano parts, including some sexy red accents on the SRAM parts to go with the frame's paint job. We had to do a little tweaking on the setup of the shifters, but after that adjustment, everything worked without a hitch.

At the end of a trail, it's simply hard to find much to quibble with on the Superfly. If you're an XC racer looking for a bike that can handle any racecourse, and still keep you smiling on your weekend trail ride, you owe yourself a test ride. It's not cheap ($5,600), but gear this good rarely is.

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Trek Superfly review

Proven and well-natured performer

justin loretz

Trek, or more specifically Gary Fisher, were the first big name to really ‘get’ 29ers. This understanding of the big-wheel phenomenon is clear from their design philosophy. Their bikes look different and ride differently to other 29ers.

• Highs: The Superfly is easy to ride fast and easy to ride slow
• Lows: It needs a bigger front tyre
• Buy if... You want a go-anywhere, do-anything racer with upgrade potential

Trek’s commitment to carbon is one of the longest-standing in the industry. Their Optimum Compaction Low Void (OCLV) monocoques have 20 years of iterative tweaks to offer frames that are stiff, light and blessed with a comfort factor that makes many other bikes feel like church pews.

Gary Fisher’s G2 geometry reduces trail (the distance between a line to the floor through the centreline of the steerer and a line falling vertically to the ground), which Trek use to increase steering stability. Many mountain bikers like this characteristic, as it enhances performance and confidence on steep or loose surfaces. Add in a tapered head tube for a stiffer front end and a wide, strong, press-fit BB90 bottom bracket, and the Superfly frame is ready for your power.

The Shimano transmission and brakes mix eye-catching XT rear and SLX front derailleurs, a non-series triple chainset, SLX brakes and that solid workhorse, a RockShox Reba fork. The rest of the bike is a trip through the Bontrager catalogue, with everything from grips to tyres from the Trek component arm. No one liked the overuse of blue anodising, which cheapens an otherwise tidy bike. We’d like a slightly more aggressive front tyre too.

All of our testers commented upon the Superfly's easy-riding nature. It goes exactly where it’s pointed, exploiting whatever grip the fast-rolling 2.2in Bontrager 29-1 tyres can find. The Trek gets you doing the basics right – climbing in the saddle without having to over reach, carving turns, railing around uphill switchbacks and letting you take liberties on line choice. Not having to jig about in the saddle to bring both wheels into play is refreshing.

This bike has a proven track record for performance, with the same frame being ridden to numerous World Cup podium spots. That the Trek was also popular with less experienced riders speaks volumes – it has a true pedigree not just as a speed machine, but for riding on dirt. There are more glamorous bikes, but few that ride as well as the Superfly.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio .

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Not The Onion: Moscow Bans Gay Pride for Next 100 years

Human Rights First is already out with its condemnation :

Human Rights First condemns the Tverskoy District Court ruling to uphold the decision of Moscow authorities to ban gay pride parades in the city until May 2112. The Moscow City Hall has banned such events for seven consecutive years, citing numerous letters from public officials, religious organizations, and private citizens urging the authorities to prohibit a demonstration. The European Court of Human Rights pronounced these bans illegal in October 2010. (photo credit: Reuters) "This unprecedented ban is not entirely surprising, but Russia's society is evolving at a pace not even Vladimir Putin can control," said Human Rights First's Innokenty Grekov.  "More people are becoming accepting and tolerant to LGBTI persons. The 100-year ban, along with the discriminatory laws prohibiting "promotion of homosexuality" that are spreading through local legislatures, show that the Russian government remains behind the times."

Putin better go back and study up on the Hegelian dialectic.  It's hard to imagine a more animating event than a 100-year ban to throw at gays, their families and friends, and believers in democracy than such an absurd and comic ban.

I can see the G8 meeting protest rallies, the UN General Assembly events, the websites taunting Putin and his judges, and more.  The gay crowd will harrass and torment and undermine and prevail over those trying to repress them.  This ban is a gift.

This may become one of my favorite new causes as well.  Russia -- strategically important, a key member of the UN P-5, a country America must work with on challenges ranging from Iran to Syria to global oil and energy issues, with a steady and mostly sensible foreign minister -- is increasingly becoming a farce among nations, its seriousness dissolving with idiotic gestures like this gay ban.

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Moscow hopes to become first 5G city by 2020

One of the 5G network will be a speed of 100 megabits per second for residents of large cities.

The Moscow mayor's office is in talks with a consortium of mobile operators over the possibility of developing 5G networks, the Kommersant daily reported on April 7. The government is determined to make the project an attractive investment for the operators and hopes the Russian capital will have 5G networks in 2020. 

Moscow’s telecom market is divided between four major players: Russian companies Megfon, VimpelCom, and MTS, plus European Tele2 – which entered the fray in 2015. A query from RBTH about a 5G consortium received an optimistic response from Megafon and Tele2, but VimpelCom and MTS decided not to answer. 

"The consortium may lay the foundation for the joint development of this technology by all the operators," said Konstantin Prokshin, head of strategic communications at Tele2.

The support of the authorities is important for telecom operators because such issues as equipment deployment and power supply can often be solved only with the government’s help, explained Yulia Dorokhina, head of the press service at Megafon.

2018 World Cup and rivalry with London

City of London Corp., which runs London's financial center at the municipal level, has announced its plans to switch to the 5G standard as soon as it becomes available, writes The Financial Times. The company has signed a multimillion dollar wireless Internet upgrade contract with Cornerstone, which is owned by the Vodafone and O2 telecom operators.

Global capitals will be competing with each other over which of them will become the first to switch to 5G, said Konstantin Prokshin. The pace at which new technologies are introduced suggests that Moscow can indeed become one of the leaders in the development of 5G, he added. "Moscow's mobile market is one of the most developed in the world, with a low average cost of services and high quality," Prokshin pointed out.

During the 2018 FIFA World Cup in Moscow and St. Petersburg, Megafon plans to set up 5G test zones, Yulia Dorokhina said. "One of the main advantages offered by the new network is its huge capacity. The client receives high-quality signal in places of mass gathering of people – stadiums, railway stations, traffic jams," she added.

What is known about 5G today

Exact 5G specifications are still being developed, but one of them – as identified by the Next Generation Mobile Networks alliance – will be a speed of 100 megabits per second for residents of large cities.

"So far, some disparate research experiments have been conducted. What exactly the 'fifth generation' will provide is not quite clear," said Vladimir Korovkin, head of Innovations and Digital Technologies at the Moscow School of Management Skolkovo.

He added that the focus of 5G developers is not to increase the bandwidth of the channel, but to provide a guaranteed high-speed signal and density of coverage. "Both these features are important for mass use of M2M (machine to machine) networks," Korovkin explained.

One of the crucial questions is who will be producing the technical equipment and how the link to international networks will work. For the first time, Chinese companies, in particular Huawei, are taking an active part in creating a new standard, Korovkin pointed out. For example, Megafon has successfully tested mobile data transmission at 1 Gbit/s using Huawei equipment and at 5 Gbit/s during network equipment tests with the Finnish company Nokia, Dorokhina said.

Read more: Russians believe their life would not change without Internet>>>

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Kuznetski Most area in Moscow

Kuznetski Most is a small area between Tverskaya street, Kremlin, and Kitai Gorod (Lubyanka) and it's a downtown of Moscow. First of all, 'Kuznya' is a great place to walk: it is a real Moscow area, not a postcard at all, hectic busy streets neighbour tranquil lanes and courtyards with traditional architecture. There are also many very nice cafes, restaurants, clubs, and shops. If you want a cool place to meet people, go for a walk and to get the real feeling of the city, check out this area.

Long time ago there were only half-broken low wooden houses in Kuznetski Most area, and it was the place where poor blacksmithes lived. Blacksmith is 'Kuznets' in Russia, hence the name. In the beginning of the street (on top) there was a bridge over a small river, later this river was put underground, so there's no bridge anymore. About 200 years ago there was a rich Moscovitan noble buying this area. He immediately put away all the blacksmiths' houses and started to build a fancy new district. Just in few years he built up beautiful houses, with impressive ornaments, rich decoration, pools in the courtyards. Also, he opened some French boutiques in the area. That's when Kuznetski Most started to become fashionable. In a short time all the elite moved to this  area, and those who wasn't so fast were coming here to make some shopping and to sit in many of the restaurants and cafes around.  In the 20th century, when the communist times arrived, most of the buildings were given to government offices, some were given to soviet shops. The area became boring, the architecture was slowly deteriorating , but nobody seemed to care. In the beginning of the 90s  the area was revived again: the buildings were  restored , there was many new cafes being opened, boutiques, and shops. One important landmark of Kuznetsky Most is that it's home to FSB (Federal Security Bureau - former KGB) offices, and if you walk along Kuznetsky Most street you can get to the FSB reception, which is open 24 hours (in case you have something to report).  

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Moscow Deputy City Supervisor Bill Belknap To Replace Longtime Supervisor Gary Riedner Who Is Retiring

July 8, 2021 Evan Ellis News

Moscow’s Deputy City Supervisor Bill Belknap has been selected to replace longtime City Supervisor Gary Riedner who is retiring.  Riedner announced this week that he will retire in January after 27 years on the job.

Belknap has over 20 years of experience in local, county and state government.  He graduated from Moscow High School and the University of Idaho.

The appointment from Moscow Mayor Bill Lambert needs to be confirmed by city council.  He will become Moscow’s third city supervisor since the position was created in 1977.  William A. Smith was the city’s first supervisor and worked in the role for 18 years.