Like a lot of kids, Lili Heim works a summer job to pay for her new bike. Unlike a lot of kids, Lili’s dad is Hans Heim, the Co-Owner and CEO of Ibis. So when Lili gets a new bikes, she’s getting a new bike, like something completely new from Ibis. Originally inspired by his daughter’s high school XC racing, Hans wanted to build a light weight carbon bike that would be versatile enough for all around riding and racing, while not being astronomically expensive.

The new Ibis DV9 is a surprisingly affordable carbon hardtail

The new Ibis DV9 is a surprisingly affordable carbon hardtail

Enter the new Ibis DV9. This 29″ wheeled hardtail has a bit of a dual personality. On one hand it can be built as a full race bike with a 100mm Step-Cast Fox fork and 29 x 2.25″ tires, or as a trail worthy build with a 120mm fork and 29 x 2.6″ tires.

The new Ibis DV9 is a surprisingly affordable carbon hardtail

Built with slacker-than-XC geometry, the DV9 features a 68.5° head tube angle with a 100mm fork or 67.4° with a 120mm fork and 439mm chainstays.

The new Ibis DV9 is a surprisingly affordable carbon hardtail

At the back you’ll find Boost 148mm dropouts and post mount rear brakes with a 180mm max rotor size.

The new Ibis DV9 is a surprisingly affordable carbon hardtail The new Ibis DV9 is a surprisingly affordable carbon hardtail

Tire clearance tops out at 29 x 2.6″ for trail use, or go full racer with the MTB equivalent of file treads.

The new Ibis DV9 is a surprisingly affordable carbon hardtail

The frame features a threaded bottom bracket with a 1x specific design, and has the ability to run an internal dropper post. Shift cabling is run internally as well, though the brake hose is kept external.

The new Ibis DV9 is a surprisingly affordable carbon hardtail

The new Ibis DV9 is a surprisingly affordable carbon hardtail The new Ibis DV9 is a surprisingly affordable carbon hardtail

Pricing starts at $999 for the frame only, or $2199 for an NX 1×11 complete build. The sky’s the limit with XX1 Eagle builds going for $7499 or XTR for $7299. Available now.

  • Wheel Size : 29″
  • Tire Clearance: Upto 2.6″ tires
  • Front Travel : 100mm/120mm
  • Axle Width : 148mm rear / 110mm front
  • Seatpost : 31.6mm
  • Rear Brake : Post mount / 203mm max rotor
  • Chainstay : 439mm
  • Bottom Bracket: 73mm English Threaded
  • Tapered Headtube: ZS44 upper/EC49 lower
  • Max Chainring : 34T
  • Not ISCG Compatible
  • Colors: Bone White/Teal, Black/Orange
  • Sizes: Small, Medium, Large, Extra Large
  • Frame Weight : 1,204g
  • Frame Warranty : 7 Years

45 COMMENTS

  1. For the life of me I can’t figure out why these companies don’t make these type bikes with modular dropouts so they can be set up as a singlespeed. Even if it had a pressfit bb it could get an eccentric. I’d buy one today if it had either. The Santa Cruz Highball is another example. The alloy one was SS capable, but not the carbon, and they don’t make the alloy anymore. The Chameleon is more of a trail bike than an XC bike, and it’s not carbon either. Just don’t get it.

    • Consider it from the manufacturers point of view. SS is a very small fraction of sales and to do a bike compatible with single speed means that you need special design elements that can potential compromise the function of the frame for normal derailleur use. Adjustable position dropouts that are compatible with SS and gears are heavier, more complex, less aesthetically pleasing than a dropout dedicated specifically to one drive train type. Eccentric BBs are heavier and have a higher risk of creaking or being misaligned from the factory. Obviously it’s possible to make SS specific frames, but when it comes to carbon that proposition is very difficult to support from the business side of things as those frames will require their own special molds (big $$$), testing, design time, and R&D. When that frame will only sell in very small numbers compared to a geared frame it becomes really hard for the profit on those special frames to pay for the mold costs and design time required. To do special aluminum or steel frame is a lot easier as they don’t require molds, but they still add extra SKU’s, extra testing, extra inventory overhead, etc.
      Basically bike companies know that there is a small number of people out there who definitely want and love SS bikes, but more often than not the business case just isn’t there. That’s where specialty brands and niche builders come into play to fill the gaps left by the larger companies.

    • I won’t buy a hardtail that is SS compatible for the reasons mentioned by others; I don’t want the compromise, complexity, or cost.

      I like what ibis has done with the target market in offering a good performing option at a more reasonable price than many other comparable bikes. For me, my full suspension trail bike is my main ride, but I like having a hardtail for the weekly races we have in the spring. Outside of that it doesn’t get ridden much. I’ll be looking hard at this to replace the cracked frame I currently have (not an ibis).

    • It’s not as elegant, but using a chain tensioner like the Shimano Alfine works very well for converting any bike to singlespeed. An added bonus is that if you cut the chain right you can even run it “dinglespeed” very easily without having to make extra adjustments between gears.

    • In addition to the excellent points made about, adding an eccentric or sliding dropouts adds a lot of weight. It would be at least 100g more for a steel frame to add sliding dropouts. I imagine you’d be pushing a 1/2 pound* penalty with a carbon frame that would otherwise have carbon dropouts.

      *annoying unit switch to keep in the spirit of the bike industry.

  2. Hmm – $999 bucks for a hardtail frame isnt cheap but seems a good deal. $1,000 United States Dollar equals £767.12 Pound sterling today so quite how they reckon £1200 over here is beyond belief. Trump putting tarriffs on bikes now then?

    • Think of the US price as excluding vat (sales taxes are never included in US msrp). Adding it back in would put you just under GBP1000.

  3. Hey @Shredder. Our last hardtail had a modular design. You could remove the rear end for travel, set it up with a gates belt drive, or single speed it. You could even replace the rear triangle and set it up as a fat bike.

    It was awesome….and we had a dozen super stoked customers who did all the things I mentioned above. Most people? They rode their bikes setup normally.

    With this bike, Hans was pushing to create something affordable. The frame retails for just $250 more than the aluminum Chameleon you mentioned. Retaining the old “slot machine” system or designing a new modular system would have added complexity, increased the weight of the frame, and increased the cost.

    • Saris, thanks for not continuing to use the insensitive name you had for your previous (cool) hardtail. I know it wouldn’t even apply here, but it was in pretty poor taste. I have no idea what DV9 means, but that’s okay for now.

      • Hi @Dockboy, thanks for the kind words! The previous name was unintentionally hurtful and for that, we offer a sincere apology. One of our core values as a company is to be inclusive.

        The new name is an abbreviation for Development. The bike was built as a development bike for NICA kids. That idea dictated our approach to geometry, build kits, and our entry level price points.

        Oh, and the 9 stands for the wheel size

        • I got an Ibis titanium quill stem from the early 90s some weeks ago. It is such a beautiful piece, with so much atention to details that my respect for Ibis began to grow.

          It does not surprise me if somebody in that company thought that some brands are asking for stupid amounts of money for carbon frames that did not demanded an insane amount of money to be developed and made.

          That said I find this new bike spot on for me in so many aspects. Only sugestion I would like to do is, that I would like to have a fox 34 stepcast as an option for all the build kits.
          Warm Regards!

    • I run my current Ibis hardtail both geared and single speed. Looked at the trans-fat conversion too, but it didn’t offer clearance for sufficiently big tires. I’ll miss the modular design when it’s time to upgrade! Also rocking the original 941 wheels!

  4. Pretty nice looking bike for a child or someone very short. The reach on the XL is suitable for someone, what 5’6 or so? Or someone stuck in the 80s ideas of bike fit. Can you even get the 150mm stem anymore that would be required for such a tiny frame?

    Like most of Ibis’ offerings, it’s close but not quite there.

    • Seems inline with other current offering when equipped with a 100mm fork. It seems like a race bike first and foremost, while providing a little more clearance for versatility. Doesn’t seem like it was meant to be a trail/aggressive hardtail.

      • JBikes gets it, you don’t need a meter-long reach when the frame has a 72-73 degree seat angle. The effective top tube lengths are right in line with most other frames out there.

  5. I was really stoked on the bike till I saw that the seat tube angle was 73 degrees. 🙁
    After many years of riding slack seat tube angled bikes versus the last couple of years of riding steeper angles of around 75 and above I definitely think 75 and above is the way to go.

    • silverlining, do you actually prefer the brake hose routed internally? Also, do you work on your own bikes? I hope this doesn’t come off snarky – I’m genuinely curious.

    • Because the predominant reason internal routing exists is aerodynamics. That’s not to important on a mtb hardtail. Its the one instance where road bike “tech” is getting into mountain bike scene based on the perception that its better because high end road bikes have it, and high end road bike exclusively use the best designs (circular logic)

      Downsides:
      – maintenance difficulty
      – travel difficulty (hard to remove bars/forks and repackage with internal routing.
      – often suboptimal routing path for better shifting (electronic mitigates this and I prefer wiring to be internal)
      – frame ingress points for water/debris.
      – small plastic port grommets that eventually fail, after 5+ yrs, may be hard to get.

      About the only argument one can make for mtb’s is looks, use with electronic drivetrains and need to route around suspension components when no other path can be found

      • I get the objection to internal cabling (because cables and housing need semi-regular replacement to keep running nicely), but why for hydraulic brake hoses? I’ve been running hydraulic brakes for 15 years, and never had to replace a hose. A bleed every couple of years is the most maintenance I’ve had to do, even running old Avids and Hayes with DOT fluid.
        I can’t say I’ve found transport an issue either, I’ve always got away with just taking the bar off but worst case scenario on an MTB you could pull the shifters and brake levers right off the bar, it’s not like the cables would be running under bar tape.

        Easier to clean is also an argument that could be made for internal routing on an MTB, though given my bike is caked in three weekends’ worth of mud I’ll stay away from that one 🙂

        • Yeah, i mistakenly confused my road bike issue with my mtb…which has no under the tape routing. And I’ve never replaced a hydraulic hose over the same time period

    • So it’s not officially a Deore, but it appears to be the new-ish M520/MT501. Looks like they were quietly released earlier this year, and we’re getting the info to post soon. Also, they were not supposed to be on the bike – not because they’re secret, but because it ships with two piston calipers in that build.

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