Description
Click on these tabs to learn more about the purchasing process from BikeCo.com
Purchasing Steps from BikeCo.com (The Bike Company)
Place Your Deposit
Our team will contact you to go over common questions including common part swaps / upgrades, tuning considerations, initial setup requirements, etc.
Your bike will be built and setup for you including delivery documentation to help you better understand and fine tune the bike’s performance.
Remainder of balance is due at pickup or prior to shipment.
Delivery consultation on-site or available by phone / video conference goes over FAQ on a new MTB or eMTB highlighting common questions on suspension setup, bedding brakes, bolt checks, cockpit and seating fit, etc.
Our team will follow up several times after delivery to help you better understand minute adjustments. And of course we’re always available by phone, email or chat!
Availability Definitions:
IN-STOCK and Available Now!
Typically ready for pickup or shipment within 2-4 business days.
Custom components may change this window (we will advise).
AVAILABLE: Secure this Bike
Shows in-stock at the vendor (stock updated as often as possible).
Order is processed & shipped to BikeCo (typically 3-7 working days), built by BikeCo (usually on the day the product lands at BikeCo) for pickup or shipment.
PRE-ORDER: Due 1st week of XXX
Part of a inbound BikeCo order or shows available in this time window.
May be later or earlier than predicted depending on product availability.
Bike is due at vendor, will be quality checked, processed and shipped. (typically 3-14 business days) Built by BikeCo for delivery.
When you buy a bike from BikeCo.com you’re not getting simply a forwarded box.
Our team goes through quality control checks, builds, tunes and provides a base setup for each bike. This allows us a better chance to find the rare mechanical warranty issue, to ensure that the linkage and bearings are properly setup.
A suspension setup guide is provided and our team will begin working with you to ensure as your riding develops with your new bike suspension settings, cockpit setup, tire pressures, etc are addressed to keep you progressing.
Since we build every bike we can also offer part swaps and upgrades our competition simply cannot!
Looking for different tires? Brakes? Cockpit or Seating? Not a problem. Our team is happy to help you. Chat with our sales team about during and after purchase incentives on riding gear and accessories as well!
Your new bike typically will arrive with an absolute minimum of work required to get you on the trails. Usually this involves installing the handlebars, adjusting the headset and mounting the front and rear wheel. It’s that easy – and if you have questions you have access to the sales team and a variety of videos from BikeCo.com to help you.
Questions? No problem. Hit us up.
Yeti SB165 T4 Complete: Medium, Dust
Learn More about the Yeti SB165 T4 Complete size Medium in Dust
The SB165 T series features FOX Factory Suspension for the ultimate tuning range. A SRAM Eagle 12sp AXS Wireless drivetrain with XX1 1299 Cassette, XX1 AXS Rear Derailleur and X01 Cranks builds a drivetrain with all you dream of!
Carbon fiber wheel options available, both the DT Swiss EXC 1501 upgrade from Yeti for $1,000 as well as any variety of custom wheels you’d like our team to build (check the BikeCo Custom Wheel Builder Here – opens in new tab)
Contact us about pre-ordering this Yeti for details on available ETAs, deposits, etc.
Questions? Use the form below, chat, call 949-470-1099 or email CustomerService@BikeCo.com to chat with our sales team.
Yeti SB165 Complete – Black & Dust (images may not show kit referenced on this page)
SB165 T-Series Suspension Details
Learn more about both the stock SB165 T4 FOX Factory suspension.
Learn more about the Yeti SB165’s 180mm Fork Options
Stock: FOX Factory Float 38 GRIP2
Factory Suspension includes Kashima Coat, enhanced GRIP2 damper with High and Low Speed Rebound as well as Compression, Internally Elliptical Steerer, Air Bleeders, 180 Direct Post Mount with capacity for 230mm rotors, Air Channels and Floating Axles.
Air Spring & Volume Spacers
The FOX 38 provides riders a range of setup options using air spring as well as volume spacers.
Suggested sag is 15% for a firm feel and 20% for a plush fork. On the stock 170mm setup 15% equals 25.5mm of sag. 20% will use 34mm of sag.
Volume Spacers
The 170mm FOX 38 is factory spec’d with 2 volume spacers (bike manufacturers may or may not change this). The 170mm fork can carry a maximum of 5 volume spacers.
Do not install more volume spacers than the FOX advises. Installing more than the maximum volume spacers will result in product damage and potential for injuries, etc.
Learn more about the FOX 38 on FOX’s Tuning Guide Here (opens in new tab)
FOX 38 GRIP2 Rebound Controls
The GRIP2 damper provides both Low (LSR) and High (HSR) rebound controls.
The addition of the High Speed or HSR control provides increased rebound control to account for the higher PSI produced by aggressive or heavier riders.
Typically riders will adjust LSR, Low Speed Rebound, to suit riding style and taste and refer to FOX’s guide for the appropriate HSR, High Speed Rebound, pairing.
FOX GRIP2 Compression Controls
The FOX GRIP2 damper provides Low and High speed compression controls to fine tune support.
Compression circuits hydraulically damp (or slow) the fork’s input assisting the air spring in providing appropriate mid-stroke and bottom out feel.
Low Speed Compression helps provide mid-stroke support. This allows a bike to ride taller in the travel in cornering while resisting brake dive, rider weight shift and other slow shaft speed inputs.
High Speed Compression works to fine tune bottom out feel as well as other high shaft speed inputs also known as square edge bumps. Example: if you sprint straight into a curb you’re likely to engage the High Speed Compression even if you’re not using full travel. This is due to the speed of the shaft moving oil to compensate for the hit.
SB165 T4 Rear Shock Options
Stock: FOX Factory DHX2 with 2 position
Designed around the plush, linear FOX DHX2 coil the SB165 can also run the more progressive FOX X2. Not sure which is for you? Chat with our team about the personality differences on the Yeti SB165 coil versus air shock.
FOX Factory DHX2 Rebound
Like the compression both Low and High-Speed Rebound adjustments are available on the Factory DHX2.
Low-Speed Rebound is adjusted with an allen key near the compression adjustments on the shock head.
High-Speed Rebound is adjusted under the air can. It can be adjusted by hand, although a small allen key inserted in the machined holes may be easier to spin.
As with the compression settings Low and High-Speed Rebound tend to be adjusted within a range.
If you find your adjustments have more than a couple clicks more variance than suggested you might review other settings as well.
FOX Factory DHX2 Rebound Adjustability
High-speed rebound (w/VVC) – 8 clicks
Low-speed rebound – 16 clicks
FOX Factory DHX2 Compression Controls
The FOX Factory DHX2 rear shock provides riders High and Low Speed compression as well as a 2 position OPEN – FIRM switch.
High & Low-Speed Compression
Adjustments to the High and Low-Speed Compression are found on the shock head.
Low-Speed Compression is adjusted with a 3mm hex while a 6mm adjusts the High-Speed Compression.
Low-Speed Compression is typically used with air spring and volume spacing to balance support. With increased Low-Speed Compression the shock will “stand taller” in the travel which helps bikes in fast corners or blasting through the chunk.
High-Speed Compression is often used along with volume spacing to resist high speed shaft movements such as bottom out.
Low and High-Speed Compression are typically set in a similar range. Riders might have a click or two one way or another for fine tuning but if you find yourself with large gaps between the Low and High in order to tune the shock you might review Coil selection and other tuning options which would affect the rebound requirements (check the learn more tab for a video discussing interactions between the various adjustments).
FOX DHX2 Compression Adjustability:
High-Speed Compression: 8 Clicks of Adjustment
Low-Speed Compression: 16 Clicks of Adjustment
FOX Factory DHX2 2 Position Switch
The Factory DHX2 2 position switch provides riders a “climb switch” shifting the shock from it’s OPEN circuit to a redesigned independent FIRM circuit.
With this redesign the DHX2’s FIRM position is notably improved for the long climbs for those big descents.
Tuning with Pre-Load & Spring Rate
We’re going to use the FOX DHX2 damper as an example to show you how multiple spring rates will produce similar resistance at a SAG measurement while allowing riders to fine tune the available resistance later in the stroke, often quite notably.
We touched on Spring Rate in the Fitment tab – it’s measured in LBs/IN – how many pounds it takes to move the spring some portion of an inch. Since this is consistent it creates what’s considered a linear spring rate (it will graph in a line) compared to a progressive spring rate of an air shock (which graphs in a “J” shape).
First let’s look at Pre-Load
FOX recommends a minimum of 8 clicks of Pre-Load on a spring and allows for a maximum of 26 clicks (to minimize the chance of coil bind as well as controlling the forces on the spring perches, threads, etc)
So you install the coil, tighten the Pre-Load perch down to contact and then adjust it between 8 and 26 clicks to fine tune your SAG setting, which we’ll say is 30% of the SHOCK TRAVEL. If your coil is sized appropriately – ie more coil travel even with Pre-Load added than available shock travel the coil will be at less than 30% of it’s travel. So remember, the measurement you’re looking for is a difference that equates to 30% of the SHOCK stroke.
example: 55mm SHOCK stroke = 16.5mm of SAG at 30%. so a 210x55mm shock will have an eye to eye endearment of 210-16.5= 193.5mm. If you measure off another component adjust your math as needed (such as spring perch to spring perch, etc depending on accessibility of the shock in your frame).
If with the minimum of 8 clicks your sag setting is LESS THAN 30% sag you’d benefit from a lighter spring rate.
Should 26 clicks find you at MORE THAN 30% sag a firmer spring rate is required.
Spring Rate Cross-Over with Pre-Load Adjustments
Here’s where it gets interesting: Variations in Pre-Load settings create overlap at SAG PSI – meaning you likely have a choice if you want to use the higher spring rate at a lower Pre-Load (which will have a more aggressive spring rate deeper in the travel) or use a lower spring rate at a higher Pre-Load (which will have less aggressive spring rate deeper in the travel).
Here’s an image from our calculator as a quick reference:
You can see there is cross over at sag, highlighted in light yellow, between the higher Pre-Load Settings on the 250# coil as well as the lower Pre-Load Settings on the 275# coil.
Looking at the rest of the charts you can see that the higher spring rate coil will provide higher resistance as you pass the 30% SAG measurement. This is kind of like how volume spacers are used to adjust an air spring’s ramp rate.
Want to explore the crossover more? You can use the google sheet FOX Coil Spring Rate calculator here (opens in new tab).
Quick Details on Rising / Falling Rate Suspension
How much of the spring’s power is actually applied into the linkage varies in part tied to the angle of the linkage compared to the spring’s “push”. As this angle is variable with suspension linkage the percentage of the springs actual output to the suspension system will vary.
Rising / Falling Rate Suspension Illustrated
Above you’ll see a basic illustration showing two rising then falling rate suspension linkages.
What makes this important – a coil spring (or air spring) is only 1 to 1 effective when the spring’s power is pushing at 90 degrees to the linkage arm. On the upper graphic this is shown in the Orange details.
Continuing to reference the upper graphic: at full extension the spring’s effectiveness will be slightly less than the spring’s power rating. As the linkage rotates (clockwise in this case) to the 90 degree angle (shown in orange) it is a Rising Rate suspension.
As the linkage passes the orange 90% point until full compression it is a Falling Rate suspension.
How does this matter or effect you?
Well if you’re read this far I hope you’re learning something and it’s interesting right?
Let’s compare the red details between the upper and lower illustrations now.
In the upper illustration the angle between the spring and linkage is more exaggerated than the lower illustration.
This means at full compression the upper spring is exerting a percentage LESS of it’s rated power compared to the lower red detail which is closer to the 90 degree position, thus it is exerting a HIGHER percentage of the spring’s rated power to the linkage.
If I was considering two spring rates I would likely consider using the HIGHER Spring Rate with less Pre-Load in the upper concept and the LOWER Spring Rate with more Pre-Load in the lower scenario.
Is this somewhat splitting hairs? Of course. But, the data is out there, the components are out there so what harm can the knowledge do? (and, I hope that a disclaimer like this eliminates the snarky comments, or at least some of them!)
Final Thoughts on the Above Calculator
So, the calculator won’t tell me what spring to use? Correct. There are too many individualized factors in each bikes’ design to make that really feasible. This calculator ideally gives you a comparison point if you’ve started with some understanding or data point on your setup.
Your bike dealer or manufacturer should be able to provide you with some basic setup concepts and the calculator would provide a reference to compare options around what they suggest.
Want to learn more about Coil Spring Tuning? Check out this blog from 2019 (opens in a new tab).
Learn about suspension setup basics on the following tabs. Each tab has a video with the basics of Air Spring / PSI, Volume Spacers, Compression, Rebound (or watch it all in one place with the final tab).
Each tab has a text section with a bit more in-depth look at the typical MTB suspension settings and how they intertwine.
PSI / Spring Rate
MTB suspension must accommodate a wide range of rider weight. To achieve this nearly all forks and rear shocks use an adjustable air spring.
By varying air pressure riders set a desired sag, or percentage of travel that the bike, sits in, under neutral loading.
Modifying this sag percentage will change small bump compliance as well as bottom out characteristics.
Learning how to Pre-Charge your suspension pump will help you make finite adjustments to sag.
Typically 15% sag is for a firm setup and 20% sag is considered plush.
Air Spring Fine Tuning Control(s): Volume Spacers & Compression
Volume Spacers
Air springs ramp rate, sometimes called Spring Rate, is based on how air compresses in the containment cylinder. As the air is compressed the PSI increases according to the decreasing volume of the containment. This is done via non-compressible volume spacers in the air chamber.
Compression.
Hydraulic damping assists air spring providing support in mid-stroke and bottom out.
Opposing Control: Rebound.
Higher spring rate will drive the suspension back to neutral with more force than a lower spring rate. To keep the bike from skipping across trail rebound damping is utilized.
Volume Tuning
As suspension compresses (travel reduces) a piston moves closer to the end of a sealed container. By decreasing the volume of the container the PSI pushing back on the piston is increased.
By adding or removing non-compressible volume spacers riders modify the air springs ramp rate which directly changes the amount of support and bottom out feel of the fork or shock.
By removing volume spacers a rider increases the available volume in the suspension. The larger volume compresses less per mm of travel resulting in a lower PSI per mm of travel. This creates less support and is utilizes more travel.
Adding volume spacers decreases the available volume. With less air volume the PSI per mm of travel increases providing more support and greater resistance to bottom out.
Opposing Control: Rebound.
Rebound may need to be adjusted for volume tuning depending on how drastic of a PSI change is being tuned in or out of the suspension.
Helping Control: Compression.
Compression provides additional support and bottom out resistance.
Compression
Compression controls provide damping to slow suspension travel as a load is applied and the suspension is compressed. (easy one right?)
When riders have found sag and volume spacing preferences compression controls provide minute adjustments to dial in performance. Adding compression provides more support allowing the suspension to ride taller in its travel which is important when dialing in a bikes personality in corners, etc.
With too little compression a bike will sit deep in the travel. This compromises cornering and braking force resistance. Headtube angle, bottom bracket height, front to rear weight bias, etc are modified as a bike goes through its travel. Maintaining control of the use of travel is paramount for good performance.
Since compression hydraulically slows the suspensions use of travel it therefor lowers the air springs PSI. Properly setting compression controls will help ease the load on the rebound system by controlling the air springs push back onto the rebound circuit.
Too much compression will cause a bike to feel harsh and not use appropriate amounts of travel.
Generally, compression settings are fine tuned after sag and volume spacing have riders, in the ballpark.
Low speed compression controls mid-stroke as well as support in cornering and against brake dive.
High speed compression helps with bottom out and high shaft speed inputs.
3 positions switches are a type of compression circuit with Open the most plush, Mid providing some additional support and Firm for climbing. If you climb in firm remember to put it back to plush for the downhill or you are in for a potentially rough ride.
Rebound
Rebound damping controls a suspensions shaft speed returning to a neutral position. Or, how fast the air spring pushes back as the load changes.
More rebound damping slows the suspension by decreasing the amount of fluid allowed to pass through the hydraulic design.
Less rebound damping allows the suspension to return faster with less hydraulic restriction on the damper.
Rebound setting is based on weight, ground speed, terrain and aggression. Setting the rebound properly means finding the right frequency or feel for your riding.
If your rebound is too fast, or does not have enough clicks of rebound, the bike will tend to skip and suffer poor small bump compliance.
When the rebound is too slow, or you have too many clicks of rebound, the suspension may pack up creating a harsh ride as each bump uses progressively more travel forcing the suspension deeper into the travel, which will have higher spring rates.
Opposing: Air Spring PSI / Spring Rate.
Helping Control: Low & High Speed Rebound.
Some suspension is designed with 2 rebound circuits. The High Speed Rebound circuit is designed to provide additional control resisting increased PSI late in suspension travel.
Typically High Speed Rebound settings are used as the Low Speed Rebound controls edge towards closed. Example: you might not use any clicks of High Speed Rebound until you reach XÂ clicks on the low speed.
BikeCo Exclusive: Pro Tune Suspension
There are a lot of reasons to shop at The Bike Company (BikeCo.com). Some are: Unmatched attention to detail. Incredible after sales setup follow up. Pro Tune Suspension.
Our team works with the FOX fork and shock lineup to take the already great FOX suspension to the next level. Working with our team of suspension tuners we will narrow the FOX performance window based on your size, riding style, terrain, ground speeds, aggression, goals and chassis.
What’s it mean to narrow the performance window? Well, each click is more precise. The fluid is hand picked for you. The bleed is more precise.
On trail your suspension will be more plush while maintaining the support and progression you need to really attack the trail.
For racers our tuned suspension subtracts seconds from your run. For pleasure riders it improves the traction and feel allowing you to progress quicker in your riding.
Talk to our team about the advantages of BikeCo Pro Tunes today.
Yeti SB165 T4 Spec
The SRAM 12sp XX1 AXS complete with DT Swiss EX1700 wheels and FOX Factory Fork and Shock.
MSRP: $10,800
Yeti SB160 T4 Spec:
Fork
Fox Float 38 Factory Series 180mm, 27 5, 110×15
Shock
Fox Factory DHX2 2pos Lever with SLS Spring
Wheels
DT Swiss Custom EX1700 30mm
*upgrade available! to EXC 1501 30mm Carbon Rims
Front Tires
Maxxis Assegai 2 5Â WT, EXO Plus
Rear Tires
Maxxis Minion DHR II 2 4Â WT, EXO Plus
Brakes
SRAM Code RSC
Brake Rotors
SRAM Centerline 220 / 203
Cranks
SRAM X01 Eagle, 30t, 170mm
Bottom Bracket
SRAM DUB BB92
Rear Derailleur
SRAM XX1 AXS Eagle
Shift Levers
SRAM AXS Controller
Cassette
SRAM XX1 Eagle 1299 10-52t
Chain
SRAM XX1 Eagle
Headset
Cane Creek 110 Integrated
Grips
ODI Elite Pro
Handlebar
Yeti Carbon 35x800mm
Stem
Burgtec Enduro MK3 35x50mm
Seatpost
FOX Transfer Factory
S: 150mm, M: 175mm, L-XXL: 200mm
Saddle
Ergon SM Enduro Saddle
SB165 T4 Build Frequent Swaps
Let’s get you exactly what you want with great savings at time of initial purchase!
Below are some common swaps for the Yeti SB165 T4 Complete
Suspension: BikeCo Pro Tunes on FOX Suspension takes the unbeatable performance of FOX and narrows that adjustment window for your specifics. Your size, your riding style, ground speeds, etc. Every Click Counts.
Brakes: Shimano XT or XTR, Magura MT7 , the new Hope series – even TRP are making in-roads in the brake market.
Wheels: Onyx silent hubs, Chris King hubs, Industry Nine Hydra – all are at home on a build at this level. We work with a range of carbon rims to allow you to fine tune rim width and stiffness as well. Wheels are a BIG part of a bike’s personality so chat with our team to get it right the first time!
Cockpit: If you have a cockpit you like let’s get it on the bike. Many riders find carbon bars help minimize arm pump and fatigue.
Seating: Like cockpit, if you have a saddle or seatpost you love its a common change across all the builds.
Mullet: The SB165 builds a MEAN mullet – chat with us if you’re interested in a new SB165 Mullet.
Compare Yeti SB165 Geometry
Open the tab to the right to display our interactive mtb geometry comparison.
You can compare bottom bracket, chainstay, wheelbase, headtube angle, trail, reach, stack, effective seattube and effective headtube and more across various sizes or models from Ibis, Mondraker, Nukeproof and Yeti.
Yeti SB165: Comparative Bikes
What else is on your short list when shopping the Yeti SB165?
Well, the SB165 is at the top of the longer travel 27.5″ bikes. As many manufacturers lean out of 27.5″ “big” bikes the SB165 not only performs but outperforms.
This is a bike that’s playful as a 27.5″ bike, has even more capacity in the tank as a mullet with a 29″ front tire – and produces quite the Enduro slayer in the configuration.
For tall riders you may consider a 29″ enduro bike – but if you’re looking for that “compact” wheel to change direction quickly, particularly in the steeps the SB165 is hard to beat.
Chat with our team about the details on which rider and riding style gravitates to the SB165, or a Mullet SB165 or is borderline on the 29″ bikes like the SB160.
