Test – e*thirteen Sidekick Flux Enduro
Contains paid advertisingReading time: 12 minutes
🇩🇪 Read German version here
Being a biker nowadays could be quite chill. You ride your bike, don’t bother yourself with the new stuff being launched. But suddenly this easy life is over, and you are getting pulled into a rabbit hole. Topics like anti-squat, progression, mid-stroke-support and pedal-kickback getting thrown at you. Ignorance is bliss. Until it isn’t because if all people in the bike industry would be like this we still would be on klunkers, hauling down fire roads.
There are the restless and the tinkerers who belief in the never-ending process of improvement in technology. You may call this “Performance” if it would’t be such an overused word. We could agree on “a better function on the trail, for a better ride experience”. That sounds complicated. But let me tell you one thing … e*thirteen is hitting the market with a product which is more than just a quick shot. It aims to decouple your kinematic from the negative influence of your drivetrain. This is a big deal. It is here to stay: Sidekick.
Trail, Enduro or DH – Three options are offered from e*thirteen.
Pedal-Kickback? Never heard of or never felt on your feet?
e*thirteen addresses with Sidekick something what most riders may either not felt, heard of or are unable to describe: Pedal-kickback. You may have been in this situation on the trail before. You broke your chain. Pick up the pieces and put them into your pocket. Coast down the trail. Your bike now feels different. Free and floating. Your suspension and kinematics are working, but you don’t get feedback from it. Why is that?
At the very moment your rear end compresses, your cassette is moving forward. While you rebound, the cassette is moving in the other direction. Following its purpose, the ratched or latches will engage. The same process which happens when you push the pedals and move the cranks, albeit the chain won’t be pulled forward, but backwards. You can feel this in your feet because this force is being transferred via the chain, into the chain ring, your cranks, pedals and in the end, your feet. Depending on the gear you are in, the number of latches and the kinematics of your bike, you may feel more or less of this “rattling” feedback. Most all bike manufacturers claim that their system is free of this. They are not. There are ways to influence this behavior and minimize it. It is only gone at that moment you erase the connection between the chaining and the cassette – your chain is gone. Or – you find a way to decouple the chain of the cassette.
The red segment visualizes the feel you experience on your feet while riding through some chunder.
This is how you get rid of pedal-kickback
You ride without a chain (… This is downhill only, coasting.)
You file off the teeth on one gear of your rear cassette and this is the one you use while going downhill. The chain should be able to glide over it. (… If you need to pedal, you need to force your chain out of this neutral. Rather unpractical.)
You are Fabian Barel and experimenting with a hub, that has a mechanism that decouples your free hub via a lever on your bar. (… This was something Canyon experimented with about 10 years ago, and you absolutely did not want to forget to engage the hub, before getting on a sprint again! Long story short: The system didn’t make it to the market.)
Product Requirements Specifications for such a product
Automated function
Decouples the rear end completely
How it works: e*thirteen Sidekick
After two years of busy times in their R&D e*thirteen did it. If you open the hub, which is an easy tool free process, you understand quickly how they solved the problem. On the axle there is a red component called the Pusher. It has three bays in different sizes. The Pusher, as the name suggests, pushes three paws into the ratchet. The delay in engagement is determined by the size of the bay you have chosen. 12°, 15° are 18° laser etched in, explaining the sizes. The moment you put power on the pedals, the chain pulls the cassette forward, which moves the Pusher through the bay. The moment the Pusher is moving under the paw, it will engage outward. When you stop pedaling and start coasting, a single paw, mounted on the pusher is pulling it rearward and the three paws pull inward, decoupling the system.
„The paws on Sidekick are working in an opposite way than on a regular hub. They are not constantly touching the ratchet. They are retracting from it, rather than being pushed into it. Only the very moment the Pusher is moved through the bay and slides under the paw you get engagement. This generates a quiet ride, which helps you focus even more on the trail.”“
Screw off the end cap with your hand, pull the system apart. Move the Pusher out of the bays, choose the bay via rotating it, push it back in – done. Via this process, you easily can test the different settings in a multiple laps session on your trail.
It depends on your setting of either 12°, 15° or 18°, how much pull you need on your chain to experience pedal kickback. The higher the angle-setting, the less feedback you will experience. Keep in mind that the size of the bumps, rocks and roots on your trail as well as the kinematic of your bike influence the setting you may need to get rid of pedal feedback.
Sounds all too good to be true, right? Well, there is one thing you need to give up in exchange. The instant engagement of your drivetrain, if you had a hub with such a setup. On Sidekick, the setting of 12°, 15° or 18° will not only decide the level of decoupling, but also the lee way on your cranks, while start pedaling after coasting. If you are a die hard fan of an instant engagement hub, you may need longer to adapt to this behavior than coming from a hub with less engagement.
This isn’t good or bad in the first place. You just need to be aware of it and further down in the riding impression, we will describe situations which will highlight this feature.
Why don't you just run a hub with less engagement for the same feature?
You may think a DT350 with a 10° degree engagement angle may have a similar effect like the Sidekick with 12°. The short answer: No, the position of a paw within the free hub is variable. This means you have a variable engagement angle. To be more specific: Taking the example of the DT from above, you can have a situation in which the paw sits exactly at the point of engagement. 0° of crank movement is needed to have the connection between the chain ring and the cassette. In a different situation, the paw sits just at the very edge of one tooth. You will get the full 10° lee way, before connecting the free hub. The position you are presently experiencing the bump, and therefore pedal kickback, or hit the pedals to accelerate, is completely random.
The system e*thirteen is using in Sidekick is unifying the lee way towards the chosen setting of 12°, 15° or 18°.
The feeling of the Flux Rim
e*thirteen could have called it a day after getting the Sidekick hub figured out and offering it to the market. A wheel set is more than the sum of its parts. Everyone who rode different wheel sets on one bike will be on the same page. Many years back, carbon wheels hit the mountain bike world. The weight got pushed to the extremes. The result was, in fact, fragile. Impacts from roots and rocks ended many rides early and hit the wallets of the riders hard. Carbon rims got beefier and came en pair with high-end alloy rims, but only to have a tenfold price tag. Why in the world you should still go for carbon, then? The manufacturer of carbon rims needed to bring something to the table, making them superior again.
At this point, we don’t want to take a deep dive into material science. So, just a quick dip: The combination of different level of materials and shapes can influence how a rim can behave under loads on the trail.
Depending on the alloy blend, kind of carbon fiber, their layup direction, the used resin, forming and the shape of the profile, the riding characteristics and how impacts are dealt with are literary shapeable. Alloy and carbon contenders undergo similar efforts to influence their behavior. Putting it in simple rules, you may say a flatter profile in a rim may result in more vertical compliance, rather than being forcefully reshaped (dented/cracked). e*thirteen went the extra mile to figure this out, and the result was the Flux rim.
The combination of the hub, the number of spokes, the shape of the spokes and their tension shall be an ideal blend. Durability, grip, compliance and still enough precision for line choice was the goal.
A low profile rim enables for more vertical compliance if the wheel set is hitting an obstacle. e*thirteen stayed quiet, being asked about the little flat spot on the opposite site of the valve. Should you put a counterweight in there, stabilizing the wheel on world cup speed or is this a spot prepared for an upcoming feature?
We at Testpilot reviewed the enduro version of this wheel set. The carbon rim differs from the DH-version, which is also made from carbon, only for 20g (580g vs. 600g). Both run with 30mm inner width and a hookless design. Interesting is the point in which they differ, which is the main factor for vertical compliance: The height of the profile. 17,5mm measures the enduro version, while for the DH-version they address for higher impact forces and increasing it by 2,5mm for a final measurement of 20mm.
If you are not the kind of person wanting to run high-modulus-carbon, you also have an option within the e*thirteen range. It flies under the name of Grappler Race and is offered as a complete wheel set utilizing alloy rims made from 6069er blend. A rather slight weight penalty of non-noticeable 6g will be on your scale. So why not opt for the alloy version? The main difference is the vertical compliance e*thirteen puts it. They made tests and published the values in the following graphics.
For decades, wheel sets have been tested in labs for vertical impacts only. Some manufacturers started to notice they had different defects out in the real world and adapted for them. The testing machines got more sophisticated. You may not need a wild imagination to wrap your head around the idea that a vertical very stiff rim might have the strength to withstand an impact of a rock, but the force is still there and needs to go somewhere. The tire is the weakest spot in this scenario and will get a puncture right at the rims' sidewall. In the (long gone) past of downhill racing, riders protected their tubes (yes, this was how we rolled) via softer alloy rims. As the pendulum of development swings back, now we are at a point in which also hopefully Joe Blow understands that compliance is not only something which protects you from a flat tire, but also you generate more grip and an overall better ride.
What had been called out as mumbo jumbo in the past, when riders decreased their spoke tension to increase flex for more grip, this is now a well-known fact. Depending on the situation, not all the time your suspension can maintain contact with the ground. With methods to measure such scenarios in the lab, as scribbled above, we can start to understand this in a better way.
Ride impression of the e*thirteen Sidekick Flux Enduro
With all the background of how the system in Sidekick works, you may get carried away in tech-talk. Of course, we were interested the most in how the ideas of the e*thirteen engineers actually performs on a trail. To ensure we don't get in only comparing the different settings on the Sidekick, we also tested it back to back against different wheel sets with different engagements. For good measure, a rear wheel with almost instant engagement of 0.52° with an i9 Hydra, a solid one with 3° and a regular one with 10°. Aiming towards a noticeable ride impression, we started test sessions with our own wheel sets to be familiar with the current trail conditions. After being on speed, we switched to Sidekick Flux Enduro. Proper bracketing was achieved by going all in at the beginning with the biggest lee way of the pusher of 18° and working our way up to the shorter settings.
When starting on the descend, there isn’t a big difference, besides you may notice the lee way until the chain actually generates the point of engagement and your foot rests on the pedal, before start riding. The first test track offers a couple of tiny drops and turns and increases your speed comfortably without the need to pedal. You approach the first rock garden fast. This is the moment you get a moment of realization. It feels almost as your bike is more planted like a bigger travel version. Everything is calmer and settled. Long tinkering on the trail isn’t possible at this point, you are approaching a tight berm spitting you out towards the first jump.
You know these situations: You are about to T-bone the berm. What may be intentional to get the schralp cheers from your buddy, it isn’t the line choice to carry speed. Get on the pedal to regain your speed. Feet start at a horizontal position, you push the pedal down, and you are surprised by the difference in the lee way. Only to realize the chain gets pulled from the input of the other leg. This behavior of the hub we needed to get used to and linked back to the used feel of the instant i9 engagement, which enables such a maneuver. This time you come up short. Bummer. The timing of pedaling out of berms needed adjusting.
A couple of descends later you will adapt and it will start to work. Pedal position before a pedal section or sprint will be slightly backwards on your strong leg. You either plan for this or do a quick backpedal. This effect and adaption we experienced rather in the big setting of 18°. When switching to the lower setting, it is way less present and not needed. If you are coming from a hub with a 10° setting, you may not notice a big difference in the 12° Sidekick setting.
„As a flat pedal rider, I benefit in multiple ways from a much smoother ride. The rear suspension feels like it works better and more sensitively on all types of impacts. Already with the 12° setting, there is a major difference noticeable.“
„With Sidekick, you are motivated to hit cleaner and better lines on the trail. This will drastically reduce the needs for a sprint or some pedaling because your average speed increases. After adapting to the feel of the system, you will read the trail differently. Going with the big delay of 18°, you will adjust your riding style and pedal position. Running the 12° setting gives you more flexibility, if you mess up a line and need to increase your speed again via pedaling.“
After a couple of weeks of testing, we can come to the current conclusion. On the Pivot Firebird we mostly settled on the 12° setting. Only on faster tracks with bigger hits like Heidelberg, we might consider the need to switch to the middle setting.
If you get used to the overall feel of Sidekick, you don’t want to miss it anymore. Rough sections, which used to rumble you and get you off your line, are suddenly a piece of cake. You can stay in the center of your bike without the need to drop your heels to avoid getting pulled to the front. Bikes with shorter travel will benefit a lot from Sidekick Flux Enduro, when ridding in a terrain above their intended use.
Simple solutions are often the hardest to achieve. After two years of R&D Sidekick has only a few parts to conquer the topic of pedal kickback.
conclusion
In our first testing period, the e*thirteen Sidekick Flux Enduro wheel set left us impressed! Once you adapted to the difference when getting on the pedals, you will embrace the calmer ride on your bike. In combination with the compliance of the Flux rims, you will use a wheel set, which will make you safer, faster and more relaxed on the bike. Traversing root sections or hitting rock gardens are easier to handle with the bike, which suspension can work more freely, and you focus just on your line. A broad spectrum of riders will benefit from this. Weekend warrior all the way to a racer. This product will be a great match for people who not only like to go fast, but also do it on a bike which may be slightly undertravelled on rough trails. Sidekick makes for the feel of more travel, without sacrificing the direct feel of this kind of bike. It’s impressive!
Do you need it?
Our team of Testpilot, would like to offer you more than just a plain ride impression. We think it is important to provide you a classification of a product and in which scenario you can profit from it. Therefore, we would recommend the following profiles for the Sidekick Flux Enduro wheel set:
You can benefit the most of this wheel set, if you are already working on your suspension setup to improve the following factors: Tracking the ground, predictable behavior in bumps, traction and grip. You run into limits of how your suspension or tires can improve your ride? Sidekick will help you push your abilities and limits noticeable. Root sections and rock gardens in which you struggled in the past to maintain pedal/foot contact will be easier to conquer. Clipless pedals riders will also benefit by having less fatigue on long descends in legs and feet.
Something to keep in mind:
If you are a rider having a blast while challenging yourself in technical uphill sections, you may want to do a test ride on the Sidekick, before purchasing. Like in a descent in which you may sometimes need to put in a quick sprint and need to plan where your cranks are to avoid pedal strikes, you have situations in technical climbing that are similar. Going up a switchback or hopping up and over a high step and working your cranks forward and backward could be challenging. As long as you keep your chain under pulling forces, you won’t have any issues, to overcome the lee way.
How we will continue?
We are quite impressed with the first riding impressions. Test rides had been done in Bikepark Burladingen and in Heidelberg. We used the wheel set in a regular Firebird with 170/165mm and the Angerbird with 160/158mm. In the upcoming months, we will put the e*thirteen Sidekick in a broader variety of bikes to expand on the riding impressions in different kinematics. Stay tuned to Testpilot and make sure to subscribe to our newsletter to get the updates.
Especially in the Angerbird with the slightly shorter travel the Sidekick Flux wheelset made a big difference.
Links and technical Specifications
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Weight Carbon: Front 900 g / Rear 1160 g 27.5”, 1200 g 29” (Boost, XD)
Weight Aluminium: Front 906 g / Rear 1187 g 27.5”, 1206 g 29” (Boost, XD)
Spokes: Sapim D-Light / Secure Lock Alloy / 28H / 28H - F/R
Rear spec: Sidekick Boost 148x12 / Super Boost 157x12 Stahlachse
Front spec: Sidekick Boost 110x15 mm
Freehub: XD / Microspline (HG optional)
Valve: Quick Fill Presta Tubeless
Options: 29” Front, Rear 27.5” / 29”
MSRP Grappler Sidekick Flux Carbon: Front 799,95 € - Rear 1199,95 €
MSRP Grappler Sidekick Flux Aluminium: Front 379,95 € - Rear 649,95 €
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Weight Aluminium: 587 g / 586 g
Weight Carbon: 560 g / 580 g (27.5” / 29”)
Sizes: 27.5” / 29”
Inner width: 30 mm
Spokes: 28H / 32H
Valve: Presta
Joint: Aluminium, welded
Style: Hookless
Material: 6069-AL / High-Modulus Carbon
MSRP Flux Enduro Felgen: Aluminium 129,95 € / Carbon 539,95 €
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Weight Carbon: Front 1000 g / Rear 1170 g 27.5”, 1210 g 29” (157x12, mini-HG) / 7-speed cassette +180g
Weight Aluminium: Front 1009g / Rear 1177g 27.5”, 1219g 29” (157x12, mini-HG) / 7-speed cassette +180g
Spokes: Sapim D-Light / Secure Lock Alloy / 28H F, 32H R
Rear options: Sidekick 157x12 mm / 148 mm DH – Steel Axle
Front options: Sidekick Boost 110x20 mm
Freehub: 7-speed Integrated cassette / mini-HG
Valve: Quick Fill Presta Tubeless
Options: 29” Front, Rear 27.5”/29”
MSRP Grappler Sidekick Flux Carbon: Front 849,95 € - Rear 1349.95 – 1499,95 €
MSRP Grappler Sidekick Flux Aluminium: Front 379,95 € - Rear 659.95 – 799,95 €
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Weight: Aluminium 587 g / 609 g – Carbon 580 g – 600 g (27.5” / 29”)
Sizes: 27.5” / 29”
Inner width: 30 mm
Spokes: 28H / 32H
Valve: Presta
Joint: Aluminium-Welded
Style: Hookless
Material: 6069-AL / High-Modulus Carbon
UVP: Aluminium 129,95 € / Carbon 569,95 €
True value comes from the inside. This is where the key benefits of Sidekick comes from.
In the front the Flux rim will help you absorbing hits and increase your grip.
Author – Jens Staudt
Height: 191 cm
Weight: 87 kg
Riding style: With his racing background, the lines are planned, even if there is anything bigger in his way. If possible, sections will be jumped over. You should use the entire width of a trail. Others would say - uncompromising.
Motivation: A product should function carefree and for as long as possible. If you have to screw less, you can ride more. He likes to tinker and see how the bike can be optimized.