In different meetings we valued all kind of systems in the market: basically differentiated by mono-pivots, with or without links, and we had the clear idea that we will not use due to their lack of sensitivity (even with links help); multi-pivot divided in Fsr type, Turner four bar… and the ones known as virtual pivots with short links which were the most praised ones, we did evaluate their advantages and disadvantages and came to the conclusion that being the correct option. Mondraker has always characterized by being a young and fresh trade with a clear focus on the most radical categories, this is the reason why we had to start from a suspension system where absorption quality is the most important thing above all the other characteristics.

Once decided that it should be a virtual pivot, we wanted to know how we would work on it and which path to follow. In a first place, we decided to choose a floating rear shock which was compressed by both sides because the rear shock compresses itself less for each side, and if we find that the rear shock mass is the same, the accelerations are less due to F=m x a. However, the accelerations are less because it moves less than in a normal configuration, automatically we get that the lost strength used to move the rear shock is lower than in a normal system, this is why it becomes more active, it uses less strength to move the rear shock and it looses less strength in inertia than in a conventional system by using the rear shock from the same stroke.

JANUARY 2007
Once the system foundations and the mechanical configuration are defined we proceeded to apply for the patent of the system to protect the design of the possible copies, and, at the same time to check legally that this was a unique invention without any other reference in the market.

In this period we start with the design of the prototypes that came to the light before launching the final design. This point raised several mechanical complications that had to be solved one by one before having a physical prototype which guaranteed certain levels of optimum reliability and rigidity to develop the hardest tests. Due to the conception of the system, the seat post tube gets interrupted by the rear shock in a way that requires the frame to hold this area by dividing itself in two and getting enough space for all the elements which meet in this area; Bottom Bracket , crank, rear shock and front derailleur should stay without disturbing each other, and also, this area should have a high stiffness level because two of the mail pivot links of the system lay over this area being the responsible of all the solidity of the rear triangle. In the pictures we can see how in the first prototypes other options were considered which were rejected in the final production.

OCTOBER 2007
After the summer the first prototypes took form and all relevant tests in different areas got started. For this purpose we counted with key people from the industry who are big “Influences” in their own areas of action. From here we would like to thank the invaluable help of Israel Romero (Editor in chief Solo Bici, Spain) Amael Donet (Editor Velo Vert, Francia) Christophe Prior (Primus Sport, Swiss) and Totof (Fox Shox Europe)

All the tests confirmed the data obtained by the specific software; the system was optimized to the maximum for a specific gear and the Dune gets all the pedalling forces to be just 0 with a 32 ring and a 24 sprocket. Trail tests were very positive in all gears combinations, however, medium and big ring were the most highlighted and confirmed the most aggressive character of this new Enduro.

Another important issue of the tests we made is to check how the system works much better in relation with the SAG it was designed; we decided to go out of the tendency, no to be so conservative and go for a 35% SAG, a 5-10% more than usual, gaining riding comfort at the same time the rider takes advantage of all the suspension travel in downhill. This way you reach a higher absorption without loosing pedalling efficiency, get more confident and you can flow easily.

JUNE 2007
After several series of prototypes, and without breaking some of them, we get to the pre serial frame, only a few changes needed to be polished.

The geometry is adjusted to the millimetre and we bet for the same thing regarding the suspension; a bicycle which offers more confidence to the user in corners and difficult areas. By getting the bottom bracket down, the gravity centre gets down and we get more stability without committing the free height to the ground. This extra stability is obtained by giving half grade of angle; same as having an elevated seat angle offers the pedalling posture to be more efficient with a more aggressive attack angle over the pedals as well as placing the seat not much backwards allowing more mobility when going down.

We decided to give more clearance to the rear tyre in order to ride without fears through mud areas, this way the long rear-stays which join the rear triangle are redesign from top to bottom, as well as the rear stays are ovalized and the gusset in between gets moved. We do not use the superior reinforcement of stainless steel placed in the link and we redesign it in a way that holds the rear sock by using reduced spacers of 22.2mm saving almost 80gr weight. Finally, the cables route is optimized to get the best compromise between aesthetics and performance.

In this final stage, the final graphic design is approved and established as a visual priority the area by the links which structure the system.

SEPTEMBER 2008
Dune model is ready to be introduced in society. Eurobike is the launch pad for this new model that quickly becomes the start of the collection.

Not only in Spain but also in Europe, the first tests began to come up and tests related to the model which praise the performance and highlights the advantages with regard to the conventional virtual pivot systems.

First units will reach the shops first week December 2008.