PRODUCT CATALOG

2011 JAMIS BICYCLES

Photos : Jonathan Devich/epicimages.us

2011 TABLE OF CONTENTS

ITs WHaT We DO. 4-5 CaRbON FibeR DEmysTifieD 6-7 SUSPENDING REALITY 8-9 POSITIVE TRACTION - JAMIS DUAL SUSPENSION 10-21 DaKar XCT 12-15 DaKar SIXFIFTY 16-17 DaKar XCR 18-19 DaKar XC 20-21 ELEMENTAL CONNECTION - JAMIS HARDTAILS 22-39 DaKota d29 24-25 Exile 29 26-27 DragoN Series 28-29 DaKota dXC 30-33 DuraNgo 34-35 Trail X 36-37 KoModo 38-39 ZeRO cOmpROmise - COMPETITION ROAD 40-49 XeNitH SL 42 XeNitH TeaM Di2 43 XeNitH ELITE 44 XeNitH elite feMMe 45 XeNitH Pro 46 XeNitH Race 47 XeNitH race FeMMe 47 XeNitH CoMp 48 XeNitH coMp FeMMe 49 TRiaTHleTe / Time TRial / TRacK 50-53 XeNitH T-Series 50-51 CoMet 52 SoNiK 53 CyclOcROss 54-55 SuperNoVa 54 NoVa pro 55 NoVa race 55 PERFORMANCE / FITNESS ROaD XeNitH ENdura Series VeNtura Series Steel PerforMaNce Series 56-67 56-59 60-63 64-67

FREEDOM - TOURING & FIXIES 68-73 Aurora Series 70-71 BOSANOVA 71 SputNiK 72 BeatNiK 73 TIME TO RIDE - COmmuTING / FITNESS CoMMuter series coda series Allegro Series Allegro x Series BACK TO BASICS - JAMIS COMFORT BIKES HUDSON Series CitiZeN Series Explorer Series EartH Cruisers Taxi & Boss Cruisers 74-85 76-77 78-79 80-83 84-85 86-99 88-91 92-93 94-95 96-97 98-99

FUN...AND EASY - Jamis YOuTH BiKes 100-105 Multi-Speed 102-103 JuVeNile 104-105 2011 SPECIFICATIONS & GEOMETRY 2 106-119 3

Founder, George Joannou making a visit to our tire plant: September, 1964

Current President, Carine Joannou enjoying an original Dunelt Bicycle in our Miami Warehouse: October, 1960

Current VP of Product Development, Greg Webber pedaling it a few thousand miles to the west coast: July, 1976

Carine Joannou and Greg Webber today. Nothing motivates these two more than the idea that a bicycle has the power to positively change lives and the world.

bicycle science, cycling fun. its what we do.

When Jamis was founded in the 1970s, there wasnt a lot of science in cycling. There wasnt even a lot of variety to the bicycles on the market. All frames were steel. So were their forks. All road bikes were 10-speeds (and were talking about the total number of gears herenot the number of cogs out back). Cruisers were the only other bikes available, besides a few English 3-speed city bikes and their imitators. Mountain bikes were still years off in the future. Designing bicycles back then didnt take any science whatsoeverthere simply werent enough choices and options. So we built from the gut. We designed bikes to be fun. And people started to like our particular brand of fun, enough to buy into it, and we started to grow. Todays Jamis lineupthe bikes lling the pages you hold in your hands involves a mind-blowing amount of hard science and serious engineering chops. Our 2011 line includes more than 100 models with frames of carbon ber, lightweight aluminum alloy or steel (very much changed from 1970s steel, but steel nonetheless). And the variety! Lightweight road racers, robust touring bikes, hardtail and full suspension trail bikes and cross-country racers. Cruisers and town bikes and dedicated commuters. And thats not counting some of the more esoteric bikes like xies, touring cycles or the best kids bikes on the planet. We love the science of bicycles, and were in it so deep weve devised our own carbon ber technologies like our Near Net Molding manufacturing process. But one thing we havent forgotten is how all this science just helps enhance what got us into this in the rst placefun. A good bicycle is a joy. A great ride on a bicycle is an experience to savor. And if you accumulate enough of those savory experiences, well, they can change your life. Thats why we ride, thats why were so thrilled to be able to design bikes that are more fun. Because cycling is the kind of fun thats everlasting. Thats life-changing. In the 1930s, a young man named George Joannou left the island of Cyprus in search of a better life. After a few months in the UK earning his steamship fare to cross the Atlantic, he immigrated to America where he was surprised to see so many bicycles with fat tires and single speeds. George set out to change that, and did so by being among the rst to import and distribute famous English 3-speeds brands like Dunelt, Armstrong and Hercules. In the 1970s, a kid named Greg Webber set out to nd himself, riding his bicycle across the country. He stopped for awhile in Florida to earn a little cash as a wheelbuilder at a tiny bicycle company run by Ron Jamis, and he never leftGregs our VP of Product Development and oversees the design of every single Jamis bicycle. In the 1980s, daughter Carine Joannou pledged to her father George before he passed that she would ensure his company and his legacy would carry on, would grow, would prosper. Her rst steps were to secure East Coast distribution rights to some of the biggest BMX brands in the business at the time. Later in the 80s, she acquired Jamis and the steady, stable growth of G. Joannou Cycle and Jamis Bicycles since she took the baton from her father nearly thirty years ago has been nothing short of remarkable. So were keenly aware of the transformative power of the bicycle. Weve witnessed it rsthand. Weve lived it. Are living it. And its why were committed to so many cycling categoriesthis is our opportunity to reach as many souls as possible. Transformation is exactly whats happening in cycling today, on so many levels. Bicycle commuting is up in cities all over the country. People have been inspired to get off their couches and tackle a century ride, or take multiday cycling trips courtesy of philanthropic fundraisers like the Leukemia and Lymphoma Societys Team in Training and the AIDS Ride. Schoolyard bike racks are crowded again, as kids discover the mobility and fun of xies, toohip cruisers and city bikes. Bicycles are enjoying newfound popularity on college campuses and local bike paths. And the bikes themselves are changing, in ways wed never imagined. Our state-of-the-art road line, Xenith, uses super-high modulus carbon ber so rened you wouldve had to be a defense contractor to procure some just a few years ago. And its available with electronically actuated shifting, something wed never have imagined in the recent past, and it still drops our jaws as we experience shifting perfection at the push of a button. Every time. On the mountain bike side, weve never had such a wealth of top-level choices. Carbon chassis hardtail cross-country conquerors like our Dakota dXC, or carbon full-suspension XC racers like the Dakota XCR. All-mountain machines like Dakar XCT. Big-wheel bikes like Dragon 29 and Dakota d29, or the full-suspension, 650b-shod Sixfty. Not to mention long-travel hardtails like Komodo, and our new-for-2011, better-than-ever mp4 suspension design. And then there are our tness bikes, purpose-built commuters and touring bikes. Our xed gear urban rockets, Sputnik and Beatnik; and fast city haulers like Commuter and Allegro. Not to mention long-day road bikes like Endura and Ventura. We tune and rene relentlessly. Every single platform. Every frame. Every size. Theres a lot of science involved in bringing this huge variety of bikes to fruition, to see them through from pencil sketch to computer monitor to production reality. It takes serious work to give each of them a distinct personality that balances a focused sense of purpose with the versatility to be more than just a one-trick pony. And with the number of late nights and double espressos we burn through to make it all happen its easy to get caught up in the minutiae of carbon ber lay-ups, heat-treated aluminum alloys, shifter technologies and tire compounds and gearing strategies. And while well freely admit to loving this aspect of bicycle design, so much so that well talk it up for hours, proudly pointing out slick technical aspects of our bikes at bike rallies, trade shows and, yes, even this catalogwe havent forgotten why we got so heavily into the science in the rst place. Its all about the fun. Its about making bicycles more accessible, more affordable and more capable. Because thats what makes cycling one of lifes ner addictionsbeing able to take yourself places with a minimum of effort, powered by legs and lungs, driven by little more than the desire and the willingness to turn those pedals over. Ultimately, we know the bicycle is simply a vehicle, a means of getting you from one place to another. But we also know theres more to it, that a bicycle can move you to another placespiritually, emotionally and physically. Thats the true power of the bicycle. And thats why were proud to keep making our bikes better, more capable, and more fun than ever before. This is our high water mark. Theres never been a better, more capable crop of new Jamis bicycles, with more depth and variety. And, we hope, theres one in the lot that speaks to you, and your particular brand of fun.

demystied
Carbon ber represents the very pinnacle of bicycle technology. Its the stiffest, lightest, most tunable material cyclings ever seen. Its straightforward science, often obscured by marketing. Wed like to change that. Just remembera bicycles ride and handling arent determined by materials alone, any more than the quality of a bottled wine is determined solely by the grape. Process and method have as much inuence as the material itself, if not more. CARBON, SOURCED AND DEFINED
Carbon ber consists of extremely thin bers composed of carbon atoms microscopically bonded together in crystalline form, aligned parallel to the ber's long axis. Twist these bers together and you have a yarn, weave that yarn and you have carbon cloth. Fiber laments are rated by tensile strength and modulus (stiffness). Code words are T-1000, T-700, M50, M40, or M30, but high tensile strength doesn't necessarily denote high modulus, or vice versa. Resin binders (aka plastics) bind the bers together and hold them in alignment, and are a critical determinant of the nished structure's weight and strength. Too much resin and you'll have a heavy, dead feeling frame. Too little and you risk ber separation and failure. Many manufacturers use carbon ber pre-impregnated with resin. We source our carbon ber from the most trusted names in the businessToray, Toho and Mitsubishiand spec resin binders from specialists in that eld for optimal ber-to-resin ratios and enhanced impact resistance.

carbon fiber

OMNIAD
Xenith SL

TRIAD
Xenith T2 Xenith T1

DYAD ELITE
Xenith Team & Elite Dakar XCR Team & Pro Dakar XCT 4 & 3 High modulus M30 and mid-modulus T700, with a 12K outer weave, for optimized weight and stiffness. (The Dakota dXC Team is made with Dyad Super Elite materials and lay-up super-high modulus M40 and high modulus M30 -- then it is Near Net molded for superior compaction and less weight, and is nished with a high modulus 1K outer weave, just like the Xenith SL.)

DYAD ULTRA
Xenith Pro & Race Xenith Endura 3 & 2 Dakota d29 Team & Pro High modulus M30 and mid-modulus T700 with a 12K outer weave, with more mid-modulus ber and less high modulus ber than on Dyad Elite. This blend offers greater impact resistance and more comfort over Dyad Elite frames, with less than 100 grams additional weight.

DYAD PLUS
Xenith Comp Xenith Endura 1 Dakota dXC Pro Mid-modulus T700 and other carbon composites, with a lay-up minimizing cost while maximizing comfort & impact resistance, delivering a high level of torsional stiffness to optimize power transfer.

R&D/MANUFACTURING
Weve designed, built and ridden carbon ber monocoques as well as tube-and-lug carbon frames, and our monocoques were always lighter, more durable, and simply rode better. Materials overlapped in lugged frames weigh more, concentrate stress at the bonded joint, and contribute to a deader frame feel. Monocoques are completely unied, stresses are distributed over a greater portion of the frame structure, and that makes for a lighter, stiffer, stronger frame and one that rides with a snap and liveliness thats its own reward. A monocoques structural integrity relies heavily on the lay-up schedule, the master plan for the location of each and every carbon ply. We start with Finite Element Analysis (FEA) software that visualizes where structures bend or twist and simulates the distribution of stresses and displacements, allowing us to design, rene and optimize the materials and lay-up before cutting molds and burping prototypes, which are relentlessly fatigue- and deectiontested for every frame size. Failures get kicked back to the lay-up room for some material massaging and ply re-arrangement until theyre good to ride. Then we suit up for the hard part of our job. Ride! We ride and record, ride more and record more. We enlist our pro riders for evaluation and comment. The beauty of carbon is its ability to be easily tuned by manual manipulation of the plies, like tensioning a drum head or guitar string for absolutely perfect ride quality, the balance between stiffness and resilience, the ability to feel the road. Its important to remember every carbon frame is handmade. Theres a skill and artistry to accurately applying small squares, rectangles and triangles of

carbon ber according to the schedule our engineers assign. Just because its hidden beneath a cosmetic layer of 1K, 6K or 12K weave doesnt mean it isnt there, and its no less skillful or signicant than precision welds or brazing work. These carbon ber swatches are laid up on a silicone mandrel, one at a time, in an interwoven and overlapping pattern. As each section is complete the silicone mandrel is removed, each section is joined to the others, and expandable air bladders are run through the frame. The frame goes in a steel mold, the mold goes in an oven, bladders are pressurized, the oven is heated to melt and disperse the resin, and then the whole thing is cooled to harden and cure. All these steps are necessary to ensure compaction, which is where its at for carbon ber structural integrity. Thats why weve taken monocoque molding technology to the next level with our Near Net Molding technology (featured on the 2011 Xenith SL and the Dakota dXC Team), a revolutionary process utilizing air bladders and a polystyrene pre-form core that recedes as the oven heats, assuring an interior that is near net in nish, without the wrinkled ber or resin pooling common in most of todays carbon frames. Every gram of resin has been compressed, every length of ber has been attened and aligned. After hours of hand nishing, before heading on to the painters and clear coaters, EVERY frame is weighed to make sure its neither resin rich nor resin decient. We also measure the stiffness of each frame in 6 critical areas as a check on lay-up production, guaranteeing every frame we produce will deliver the ride qualities we dened and demand.

100% super-high modulus M40 carbon ber, with a 1K high modulus outer weave and impact-resistant resin binder, Near Net molded. Super stiff. Super light. Super expensive. Super fast.

Super-high modulus M40, high modulus M30 and midmodulus T700, with a 12K outer weave for the lightest, stiffest possible aero frame still offering a degree of damping comfort.

...AND MORE
Theres a whole lot more to say about what makes our carbon frames and forks better, like how most carbon frames use outer skins of purely cosmetic weaves and lower grade bers. We use a high modulus 1K outer weave on our Xenith SL and Dakota dXC Team frames that contributes to higher strength and stiffness while reducing weight. Signicantly. Every Xenith frame also features asymmetric chainstays, for absolutely efcient power transfer from pedal to wheel with a drive side chainstay thats 10% larger and an incredible 30% stiffer to offset drivetrain-induced ex. Our Xenith fork features full monocoque hollow construction from dropout to steerer top, just like our frame, with a 1.5 crown and an inner-leg reinforcing rib that provides exceptional lateral stiffness for quick-but-predictable handling, with neutral cornering and hands-off-the-bar stability. Theres absolutely no ex or meandering when sprinting out of the saddle and over the front wheel, and no dive when pulling on the brakes heading into a turn. If this is all starting to sound like the sort of hype we promised to dispel, forgive us. We know were on to something and we just want to share it. If you need some credible, objective insight and feedback to verify our Xenith claims, just check out the video review of the Xenith SL by cycling legend Frankie Andreu for Cyclist Village. Or better yet, head on down to your Jamis dealer for a test ride. Its all hyper-bull until you click in and put it down. The proof is in the pedaling.

why mp4, mp3 and mp2 make you better

All right, well come right out and say it now: There is no such thing as the perfect suspension. There simply cant be, given the number of trails, the different styles of riding, the various skill levels we all possess. No wonder there are so many viable designs to choose from.
And thats the key word there. Viable. Because despite the variety in suspension designs, terrain and riding style, the primary goal of suspension science is pretty simpleabsorb impact, negate pedal bob and neutralize brake-jack or rotor-dive while keeping tires in contact with terrain. Todays shocks are so incredibly smart, theyre able to do the lions share of determining where the motions coming fromwhether its the legs and pedals, or the terrain. So between todays shock technology, and these simple suspension goals, there are plenty of available designs that can accomplish the task. What separates the winners from the pack isnt design, but execution. And that suits us just nebecause when it comes to detailed execution, were unbeatable. (Need proof? Drop by and see the roomful of editors choice awards weve earned for our bikesno technical trickery there, thats the power of meticulously perfect detail and execution.)

suspending reality

EMBRACING ASYMMETRY
For 2011, all of our dual suspension designs feature asymmetric chainstays, with an elevated straight stay on the non-drive side and a dropped, curving stay on the drive side. A straight stay uses a shorter, lighter length of material, and because its better aligned with suspension forces we can pare even more weight from it without giving up rigidity. The drive side is dropped and curved to clear the front derailleur and chain, and its shored up a bit since it also has to resist drivetrain forces. Its not the esthetically balanced look were used to, but the net result is less weight, more rigidity, lots of tire clearance and smoother suspension action.

A stiffer front end reduces brake chatter and gives you better steering precision. Plus a more rigid control center lets you muscle your way out of ruts, blast through rock gardens, and hold your line while bombing g-outs and railing through berms.

REAL WORLD PERFORMANCE

We believe in the power of design and details, and Jamis does both right. From pivot placement, to just the right size tubing and materials, to the component package, to frame alignment, its the manufacturing and parts specication details, not just the suspension design, that makes or breaks the ride. And we believe nobody is better at this game than we are. If youre shopping for a bike, you owe it to yourself to check them ALL out. Keep your eye on the big picturedoes it t your physique, your trails and riding style? In the end, what matters most is how the bike performs, in real woods, on real trails, for you. Just be sure you try a Jamiswe think youll like the way it works in the real world.

BUILT TO LAST
Lightness is good, but strength is paramount. Thats why we spec 10 mm shock hardware, oversize pivot bearings and high-grade fasteners throughout the suspension. You get greater lateral stiffness and torsional rigidity, which pays off in better handling and power delivery that more than makes up any time lost by carrying a few additional grams. We carry that weight as low as possible, which is why we like our low shock mounting position that lowers the center of gravity for better handling. And we believe in the structural bracing power of the triangle. Having two of them in our suspension designs makes for a stronger, stiffer frame, qualities we maximize by keeping those triangles as small and tight as physical geometry allows for any given frame size (and also offers the lowest possible standover for the rider). Were also adding a little bit of extra weight in the form of the 135x12mm Maxle thru-axle, which we use on our XCT and Sixfty B designs because it just brings so much to the table. Theres a huge payoff herethreading the rear axle into the dropouts really ties the whole rear triangle together, boosting torsional and lateral stiffnessso you get more efcient power delivery, and handling improves markedly since the rear tires forced to track directly behind the frame. Suspension pivots last longer, with less binding and you experience better control under braking, with less shtailing. Its a win!

PIVOTAL MATTERS
All great engineering is based on simplicity. Find the most elemental solution possible, rene it, reduce the complexity, and youre done. And thats how our mp4 suspension has evolved. Some of the other guys would have you believe complexity is a good thing, outtting their designs with so many pivots and bellcranks its a wonder the wheel can move at all. Were not convinced. A simple design requires fewer parts, which takes less material and structure, which means less weight. And it also means fewer bearings, eliminating weight while reducing unwanted movement (every bearing has a little slop the more bearings you have, the more slop you get). Our mp4, mp3 and mp2 designs rely basically on a single primary pivot, located just above and behind the bottom bracket centerline. Because this single pivot takes most of the load we dont need a plethora of heavy bearingsjust this and two other really, really good ones (where the seatstays connect to the bell crank and where the bell crank connects to the frame). And because everything happens at this one primary pivot, we can place it in such a way that it minimizes braking inuences, reduces pedal kickback and unwanted movement due to chain tension. Nice! The seatstay pivot improves geometry with a consistently near-vertical axle path throughout the wheels travel, for better suspension movement over tiny stutters and big hits alike. And structurally, the bellcrank helps shore up the rear triangle against lateral movement and improves torsional rigidity so the rear wheel stays in planetheres no wandering or shtailing because the axles so well controlled. And our pivot placement creates a slight rising rate geometry at the shock/ spring. This means you dont get a sudden ramp-up as the suspension compressestheres nearly linear response in the fat part of the travel curve, for supple action over stutters and medium hits, with a bit of ramp-up as you approach the travel limits and a nearly bottomless suspension feel thats ideal for short-travel XC designs like Dakar XCR, and mid-travel rigs like Dakar XCT and Sixfty.

THE LOW LEVERAGE ADVANTAGE

Were huge believers in low shock leverage ratios -- the mp4 design comes in at 2.6:1, and some of our models even hit an extremely low 2:1 wheel-to-shock travel ratio. This is really important, when it comes to suspension smoothness and durability. For one thing, you get better performance from the shock with a low leverage ratio. Theres less force being taken up by the shock, which reduces stress on the shock internals. And because youre employing more of the shocks throw for the fat part of the travel curve, the suspension action is much smoother and better controlled. A low leverage ratio means you dont need super high spring rates, which translates to improved shock sensitivity. External rebound and compression damping adjustments can be made in much ner increments, which wouldnt make an appreciable difference on more leveraged designs. You can make better use of the shocks tuneability (and todays shocks are impressively tuneable). Whats more, a lower spring rate lets you employ a physically lighter coil spring, or in the case of air springs you can use less pressure, which improves shock sensitivity and vastly extends seal life.

CONTROL CENTER
A better rear suspension means youll go faster. And that places more demands on the fork. More speed translates into higher cornering forces and braking forces, which is why weve beefed up the front end on almost every Jamis mountain bike for 2011, with a tapered 1-1/8 1.5 head tube. The fork transfers most of its force into the frame via the lower headset bearing, and a 1.5 lower headset is markedly stronger than the old 1-1/8 standard. A full 1.5 head tube would accomplish the same task, but that oversize top bearing is overkillit just bulks up the front end and adds unnecessary weight, which is why were glad most fork makers are embracing the tapered steerer design, so we can employ this frame spec without limiting our fork options.

positive traction
Start talking about full-suspension mountain bikes and the conversation naturally focuses on the suspension itselfits design, how it works, whether its fully active under all riding conditions, etc. Its easy to lose sight of the most important thing of allhow the bike rides and functions as a whole. And thats where we excelwe stay focused on the big picture. Thats not to say we dont obsess over our Dakar mp2, mp3 and mp4 suspension designs, because we certainly do. Weve worked at perfecting them for years, and it shows. Not just in how well the suspensions workours are active under all conditions, including braking; and theyre isolated from pedaling forcesbut in how well they hold up. We match design and geometry with aggressive materials, engineering and hard science. Our bikes are built to be ridden hard, and ridden oftenso we use 10 mm shock hardware, asymmetric chainstays, tapered head tubes, and cartridge pivot bearings. We focus on making our frames as light as possible, without sacrificing stiffness or durability, so theyll keep going and going long after lesser frames wouldve worn through their flyweight hardware.

Jamis Rider George Ryan ripping it up ion his Dakar XCT in Sedona, AZ Photo : Robert Rebholz/robertrebholzphoto.com

We look at total performance, giving our XCR and XC bikes tightened geometry for taut handling, superior traction and lightness. And we shore up the critical junctions in our XCT trail bikes with features like 1-1/8 1.5 head tubes, gusseted and reinforced frames, and match them up with components that will go the distance. And we raid the technology war chest, sourcing the very best carbon fiber, developing our own proprietary fiber and resin blends, pushing our aluminum vendors and component suppliers to give you performance where it countson the trail, where the rubber meets the trail. It pays off in the way our bikes ride, in the way they handle, in the way they excel in the dirt, absorbing everything from tiny stutters to big hits while keeping you isolated from harshness and in touch with whats happening at tire level. Nothings better than a Dakar when it comes to keeping those tires firmly planted for better control and traction, and extending your endurance with better efficiency and comfort. Full suspension offers enormous potentialwith more traction, better handling, greater comfort and pedaling efficiencyand that expands your definition of rideable terrain. Ride a Jamis Dakar suspension bike, and watch your world open up with new trails, and new possibilities.

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elemental connection
Full-suspension might be hogging mountain bikings spotlight, but hardtails are still going strong here in Jamisland. Weve been at it for as long as thereve been mountain bikes, and were still very much in the hardtail game. Theres a magic to hardtails not everyone can appreciate. For one thing, hardtails favor the rider over the hardwareand that doesnt sit too well with people whod rather buy their speed than earn it with trail time and hours in the saddle. And for another, hardtails are about minimalism and finesse. Yeah, theres a lot of tech in our hardtails, but it takes a deft touch to see and realize their potential, and while that kind of talent isnt rare its not commonplace, either. Riding a hardtail puts you in touch with the trail in a way no full-suspender can match. You are the suspension, which makes you a reactive element in the whole rider-and-bike equation. You cannot ride well, you cannot be responsive to terrain and traction without being totally in tune with the bike, and the ground passing beneath your treads. The hardtail forces you to become one with the bike, with the trail. Youre compelled to become a better rider, and we think thats a wonderful thing.

Team Jamis rider Jason Sager taking on the competition at the Sea Otter Classic, Monterey, CA Photo : John Segesta/wahoomedia.com

We do everything we can to maximize that feeling, and thats why our bikes are some of the most talked-about rigs at trailheads the world over. Nothing rails singletrack like a Jamiswe earned that reputation with decades of refinement. Our geometrys spot on, giving you point-and-go handling, maximum climbing traction, and unbeatable trail feel. And unlike some guys who use the same numbers across the board, we tweak our angles and dimensions to account for different sizes and frame materials, so you get that same signature ride and feel no matter how tall you are, or what Jamis you ride. We have some of the most versatile hardtails on the planet. And some of the most specialized rigid frames around, from cross-country racers like our Dakotas to the big-air launchpad we call Komodo. Every one of them tuned, tweaked, and honed to crisp-edged perfection. And then we drive the value proposition hard, like its the finishing stretch at the local race and theres nothing to lose. Hardtails give you more bang for the buck, and we give you more than the other guys, with more tech, better components, and unbeatable ride, so youll get more bike for your money. And because its a Jamis, youll also have more bike to ride.

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Go the Distance.
Our Trail series is proof positive that trickle-down technology is a good thing. Just a few years ago, the Enduro III frame wouldve been state of the art with its oversize, ovalized, tapered 6061 aluminum tubing, radically sloping Y-form top tube and curving down tube. In fact, it bears more than a passing resemblance to our Dakota dXC bikes, with a frame thats lightweight and strong, backed by proven geometry and killer parts spec. A slightly more upright riding position helps relieve strain on neck and back, and gives you a taller perch for seeover-trafc perspective on city forays. And the handlings tweaked for a bit more stability, which helps you thread your way through the trail with condence. Think of our Trail series like cyclings version of a Land Roverrened, almost luxuriously comfortable, yet capable of taking to the trails any time the mood strikes. And if that sounds like you, well, thats not a bad thing at all.

TRAIL X2
FraMe Enduro III frame design, sloping-radiused top tube design, 6061 aluminum, replaceable derailleur hanger ForK RST 191-T, alloy crown, MCU/coil spring with external preload adjustor, 80mm travel WHeels Alex TD-25 disc-specific rims, 32H, alloy 6-bolt disc hubs with QR, black electro-plated spokes Tires CST XC knobbie, 26 x 1.95 DriVetraiN Shimano Acera & TY10 front derailleurs, Acera ST-EF51 EZ-Fire Plus shiftlevers, 21-speed, SR/ Suntour alloy crankset, 24/34/42 BraKeset Tektro mechanical disc brakes with 6 rotors, Shimano levers CocKpit Jamis XC riser handlebar, Jamis XC alloy threadless stem, Jamis alloy micro-adjust seatpost, Jamis ATB with SL cover
Victory Blue Sizes: 13, 15, 17, 19, 21, 12 F, 14 F, 18 F Weight: 32.00 lbs

Ocean Mist Palladium Silver

TRAIL X3
FraMe ForK WHeels Tires DriVetraiN BraKeset CocKpit Enduro III frame design, sloping-radiused top tube design, 6061 aluminum, replaceable derailleur hanger RST Gila, coil spring with MCU wioth lock-out, external preload adjustor, 100mm travel Alex TD-25 disc-specific rims, 32H, Formula alloy 6-bolt disc hubs with QR, black stainless steel spokes CST XC knobbie, 26 x 1.95 Shimano Alivio rear & Acera front derailleurs, Acera ST-EF51 EZ-Fire Plus shiftlevers, 24-speed, SR/SunTour XCC-T202 crankset, 22/32/42 Tektro mechanical disc brakes with 6 rotors, Shimano levers Jamis XC riser handlebar, Jamis XC alloy threadless stem, Jamis alloy micro-adjust seatpost, Jamis ATB with SL cover

TRAIL X1
FraMe Enduro III frame design, sloping-radiused top tube design, 6061 aluminum, replaceable derailleur hanger ForK RST 191-T, alloy crown, MCU/coil spring with external preload adjustor, 80mm travel WHeels Alex C1000 alloy rims, 36H, heavy-duty ATB hubs with QR, black electro-plated spokes Tires CST XC knobbie, 26 x 1.95 DriVetraiN Shimano TX51 rear & TY10 front derailleura, Acera ST-EF51 EZ-Fire Plus shiftlevers, 21-speed, forged alloy crankset, 24/34/42 BraKeset Alloy linear pull type with Shimano alloy levers CocKpit Jamis XC riser handlebar, Jamis XC threadless stem, Jamis alloy micro-adjust seatpost, Jamis ATB with SL cover
Pearl White Sizes: 13, 15, 17, 19, 21, 12 F, 14 F, 18 F Weight: 31.25 lbs

Gun Metal Sunset Red

Victory Red

TRAIL XR
FraMe Enduro III frame design, sloping-radiused top tube design, hi-tensile steel, replaceable derailleur hanger ForK Unicrown, hi-tensile steel, with over-sized radiused blades WHeels Alloy 26 x 1.50 rims, 36H, heavy-duty ATB hubs with QR, black electro-plated spokes Tires CST XC knobbie, 26 x 1.95 DriVetraiN SRAM 3.0 rear derailleur/Shimano TZ30 front derailleur, SRAM 3.0 twist shifters, 21-speed, forged alloy crankset, 24/34/42 BraKeset Alloy linear pull type with full alloy levers CocKpit Jamis XC riser handlebar, Jamis XC hi-rise stem, Jamis alloy micro-adjust seatpost, Jamis ATB with SL cover
Dirt Sizes: 13, 15, 17, 19, 21 Weight: 31.75 lbs

Monterey Blue Pearl White

36

Ano Grey Sizes: 13, 15, 17, 19, 21, 12 F, 14 F, 18 F Weight: 32.50 lbs

37

2011 JAMIS SPECIFICATIONS

trail x1

Frame Cuadro

Enduro III frame design, 6061 aluminum main tubes, radiused top tube, extended seat mast with brace, replaceable derailleur hanger

Fork Horquilla

RST 191-T, alloy crown, MCU/coil spring with external preload adjustor, 80mm travel

Headset

VP threadless, sealed, 1 1/8

Wheels Ruedas

Alex C1000 alloy rims, 36H, heavy-duty ATB hubs with QR, 14g black electro-plated spokes

Tires Cubiertas Derailleurs

Cambios

CST ATB, 26 x 1.95 Shimano Tourney TX-51 rear and TY10 31.8mm top pull front

Shiftlevers

Shimano Acera ST-EF51 EZ-Fire Plus, 21-speed

KMC Z51 Chain Cadena Shimano TZ31, 7-speed, Cogset Casette o Piones 14-34

Crankset

Forged alloy crank, 42/34/24 steel rings, 170mm

BB Set Pedals Pedal Brakeset

Sealed cartridge, 68 x 122.5mm ATB platform, hi-impact resin cage & body Alloy linear pull type with Shimano alloy levers

Handlebar Manillar

Jamis XC riser, 6 sweep x 13mm rise x 620mm

Stem

Jamis XC threadless with alloy cap, 10 rise x 90mm (12-15), 100mm (17-18), 110mm (19) 120mm (21) Kraton for trigger-shift Jamis alloy micro-adjust, 27.2 x 300mm, with alloy QR clamp

Tape Seat Post Tija

Saddle Sillin

Jamis ATB with pressure relief channel, SL cover, protective front and rear guards M: 13, 15, 17, 19, 21 F: 12, 14, 18 M: Gun Metal or Pearl White F: Sunset Red 31.50 lbs

Sizes Color

Weight

2011 JAMIS GEOMETRY

MODEL TRAIL X1 SIZE 17 CENTER of BB to TOP of TT 13.34/339 EFFECTIVE TT LENGTH 21.90/556 HT ANGLE 71 ST ANGLE 73.5 CHAINSTAY 16.73/425 WHEELBASE 41.10/1044 FORK RAKE 1.77/45

A = Size B = Seat Tube, Center of BB to top of TT C = Effective TT Length D = Head Tube Angle E = Seat Tube Angle F = Chainstay G = Wheelbase H = Fork Rake I = Bottom Bracket Height J = Head Tube K = Standover
BB HEIGHT 12.08/307 HEADTUBE 4.92/125 STANDOVER 29.60/752

Jamis North 151 Ludlow Avenue Northvale, New Jersey 07647 Phone: (800) 222-0570 Fax: (201) 768-9541

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Jamis West 3602 West Central Avenue Santa Ana, California 92704 Phone: (866) 400-9625 Fax: (714) 545-5432