A lot of us have built our own bikes, but what if they sky was the limit? Imagine you had access to every swanky part on the market and were planning to build a halo bike of your own. A while ago, we received a note from Jason over at FairWheel Bikes who had done just that. As purveyors of the exceptionally light, and pricey, Jason had a world of exotic parts within his grasp and it shows in the final build. The result? A 17.59 pound, geared New Ultimate Big Warp 29er with a Lefty. Yikes.

As luck would have it, I happened to be the only writer available who could fit the wonder bike, so Jason packed up his freshly built personal bike that he hadn’t even ridden yet, and sent it off to the Mid West for some Bikerumor Testing. I wish I could say I have quite a bit of experience with bikes of this caliber, but as Jason himself pointed out, typically project bikes such as this are fairly inaccessible except to the owners of course. However, since Jason had built the Big Warp for himself he offered it up for us to get a taste of what a boutique build is like.

Curious how you build a sub 18 pound 29er that is daily driver compatible? Check it out after the break.


New Ultimate has been putting out a catalog of lightweight parts recently, and the Big Warp carbon 29er is one of their newer frames. The hardtail is built from super high modulus carbon fiber with a 1.5 – 1 1/8 tapered head tube, and PressFit30 bottom bracket.

While the shift cabling is internally routed through the frame, brake routing remains external allowing for brake installation or removal without necessary bleeding.

As this frame is geared towards the anorexic side, a 135mm standard QR dropout is employed. With a claimed weight of 1100g, the Big Warp isn’t the lightest, but as demonstrated it can be built up quite light. Given that fact that Lefty forks have a very high stiffness to weight ratio, a carbon Lefty was a good choice to ensure the bike is as rideable as it is light.


As one of two pairs of the Kill Hill version of Brake Force Ones that have been imported to the US, we were very excited to try out the brakes. As you might have read, Brake Force One created a hydraulic disc brake with a closed hydraulic system, i.e. no expansion reservoir. With a claimed weight of 181g per brake, the Kill Hill Tune version of  Brake Force One works out to be about 24 g lighter than the standard version.

The brakes claim easier one finger operation that most brakes, all with less weight and a bigger air gap around the rotor. The bigger air gap is supposed to prevent noise from rotors rubbing on pads, and is also the reason there is no need for an expansion reservoir – as the fluid heats up and expands it simply pushes the pads closer to the rotor. Theoretically this should cause the lever stroke to decrease so it will be interesting to see how these perform out on the trail. In order to keep things as light as possible or maybe just out of convenience (and probably save a little $$), Jason went with Ashima AirRotors rather than the stock BFO Rotors.

Initial brake feel on the Kill Hill BFOs is well, odd. Marc has a set of the standard BFOs on review and had some serious bubbles in the line that required re-bleeding so it’s possible that the same thing is affecting the brakes on this bike – we’ll have to do some investigating and get back.


While the drive train on the Big Warp is a marvel of engineering, the end result begs the questions of is a drive train a good place to cut weight? The only thing standard about the drive train is an XTR M980 shifter set and derailleurs, everything else has been replaced by obscenely light, chiseled parts worthy of a museum. Going with the carbon heavy theme of the bike, a full carbon THM Clavicula crank was spec’ed along with KCNC’s alloy CobWeb chain rings in a 2X (28-36t) configuration. The Clavicula cranks certainly qualify for full carbon with the spider, and even the spindle  manufactured from the stuff which allows for a total system weight of 472g! That includes the chainrings, chain ring bolts, hardware, and it even includes a BB bearing that I didn’t want to remove from the spindle. Compare that to around 700g for an XTR FC-M985 and you can start to see how the complete bike is so light.

Out back, the chain wraps itself around KCNC’s whopper of a titanium cassette. Even with a huge 38t cog, the newer reinforced version (on right in above photos) of the cassette tips the scales at 185g. The original prototype (pictured on left) versions of KCNC’s mega cassette weighed even less, at 157g, but they suffered from durability issues. KCNC quickly put out a revision that beefed up each gear which is hard to miss in the second photo, which added almost 30g in the process – though it’s 30g you’ll be happy to have when your cassette is still in working order during and after a ride. The construction of the carrier changed slightly as well with the gold aluminum now only supporting 7 gears instead of 8, which means an extra cog that is loose, since the 11 and 12t cogs are machined from one piece of Ti.

Finally, the drive train is completed with a KMC X10SL DLC black 10 speed chain and Alligator Ilink cable housing.


When it comes to a bespoke build like this, off the shelf wheels simply won’t do. Which is why a custom set of hoops were laced up with Enve carbon XC rims mated to a 32 hole Tune Kong rear hub and a 32 hole Tune Cannonball Lefty front hub. Now, seeing as how this was a show bike, spokes were carefully chosen with each wheel featuring 28 bladed black spokes while two pairs of horizontally opposed stringers are white in each wheel.


Short of stripping the wheels of their rubber and gears, I can tell you that, yes, they are quite light. Add in the Vredestein tubeless Black Panther and Spotted Cat tubeless ready tires (630, and 580g respectively) and you end up with some very lively wheels. Just for reference, the complete rear wheel – with tire, sealant, cassete, rotor, skewer and all hardware tips the scales at 1660g. Realistically, you could transform just about any 29er with a set of comparable wheels.


The cockpit of the bike is set up not necessarily for the ultimate build, but for it to fit me as close as possible. Jason was insistent on getting precise measurements so that when the bike arrived it would fit straight out of the box. I was very impressed with just how close the fit was – a skill he’s undoubtedly picked up over the years working with finicky pros to dial in their fit.

Even though some of the parts may have been just “lying around” the shop, the Big Warp still had an impressive set of controls that were mostly carbon. Up front sits an Enve carbon Sweep flat bar clamped in place by a KCNC Arrow stem which is the only non-carbon, 7050 aluminum part in the mix (don’t worry, the bolts are Ti). In order to keep my butt in place, a ridiculous 95g Tune Speed Needle saddle is perched atop a New Ultimate Evo carbon post. Supposedly, the Evo post’s tapered, reinforced UD carbon makes for a lighter post than previous New Ultimate carbon posts, without reducing strength.


With each part alone worthy of it’s own post, the finished product is definitely not something you’d see out on the trail every day. I have yet to have someone pick up the bike and not be astounded by the result – but, what does that mean for the ride? Light weight is great, but at what cost? When it comes to that, we aim to find out. Keep tuned for a full review in the future.



  1. Cost per ounce of weight savings when buying bike parts: $172.23. Cost per ounce of weight savings by skipping the five Boutique Brand IPA of the Week beers your drink after your 3-mile ride: $0.43.

    People will gouge their bank accounts so they can brag about light their bike is with their trailhead buddies, yet refrain from addressing the tire roll around their waist.

    American priorities.

  2. Its not whether or not you will “beat” someone else, (deleted).

    Weight Weenie bikes aren’t necessarily faster, they are an expression of ones personal vision of their ultimate…ie. feeding one’s own head. People misunderstand them as garish displays of wealth, when to most, its just a another reason to ride.

    You don’t want one..fine, just don’t think you are in a position to judge why someone else does.

  3. Uhm, it’s a project bike. The people at Fairwheel Bikes are bike geeks and like to let their imaginations run wild and put together bikes that are far from standard fare. Not a single person at FWB is under the illusion that money or high zoot, light weight kit buys performance. They ride a lot and have fun on the road, and they like to have fun in the shop. So, what’s wrong with all that?

  4. Guys – can we enjoy the awesome bike without bickering about random crap that we all know, doesn’t add anything to the discussion, and isn’t interesting in the slightest? Thanks.

  5. As we all know there are not fast bikes only fast people… Light bikes to help people go fast though… One Gear would be the a step up here.

  6. Some people severely underestimate the trailhead cred one gets from rocking a lightweight, color matched, carbon fiber wonder bike.

  7. congrats jason! that’s badass. though i get why zach has it, you have the titus (which is still my fav). back to the lefty after the crumpton, good on ya. all that and i’m sadly a little disappointed–i keep waiting for the hacked campy eps version!

  8. my performance access aluminium 3×9 xtr, left carbon fork, edge wheels,nino cassette, slr saddle, formula r1 barkes…etc comes in at 17.10 and cost 1/3 of this bike.

    there are many cannodale flash carbon bikes lighter than that. don’t see how this can be news?

  9. Not sure what pedals are on this bike (looks like Shimano) but could save more weight there. Along with the comments from pigeons, that’s another pound plus. I am a sucker for this kind of stuff. Pushing the envelope is good and even thou I can’t afford to shave grams like this, I do find it very interesting and maybe one day this will “trickle down” to us mere mortals.

  10. @jacob – the pedals are XT trail pedals in one photo, and XTR trail in others – not because they’re light, but because they are what I have to ride. The 17.59 lb weight was without pedals.

  11. 38 tooth eh?

    i wonder what would break first? i say its a toss up between crank failure, brake pump so bad you pull them off, or the cassette. 38 tooth though.

  12. I have that those brakes suck.

    I would rather ride a titanium disk brake cyclocross bike, with 42mm tires. About as light and fraction of the price.

  13. Bikes looks great. Well done and if I had the cash, I would also love to do this. Lightweight bikes does not have to be sense….just like cars, if you want sensible, buy a Kia, but if you want something special – buy an Aston Martin.

  14. AWESOME!!!!

    Why do some of you feel the need to be so critical about every freaking article? Are you guys really not able to just read this, and enjoy it for what it is? Sad.

    BR, great article. Helped pass 10 minutes of time this AM while drinking my first cup of ambition, and I couldn’t think of a better way to do it.

  15. way too high cockpit, weak brakes, heavy tires, heavy frame… Custom bikes are the way to go, but this time it’s not there yet, IMHO.

  16. guys, you should be more objective about what you’re editing. I didn’t use any profane language, and I should be able to comment like everybody else.

  17. You have an excuse if your body fat is about 6.5%, and your weight varies between 145 and 148 pounds (being 5.10).

    you ll realize that on a 9 mile uphill time trial, you will gain 2 watts per pound. on this bike, which is about 5 pounds lighter than a good bike, you will gain 10 to 12 watts, enough to give you over 50 seconds on said time trial, a huge difference.

    if you have tens of pounds of overweight, you gotta find a new hobby, or stop wasting your hard earned bucks!

  18. I always enjoy reading these reviews of fellow addicts bespoking their rides. Fun to see where the imagination can lead you. Who wants be be reading about “off the rack” all the time… For what it’s worth I’d be going a Cannondale Lefty on my custom!

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