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First Look at the 2006 Cannondale Rush 1000
Cannondale is like the little company that could. An extremely strong competitor during the mountain bike boom in the early 1990s, Cannondale was a victim of its own success when it tried to expand into motorized toys, only to stretch itself too thin and slip into Chapter 11. However, out of the ashes grew an even better company, one that was entirely focused on making some of the best bicycles in the world.
Cannondale added the Scalpel cross country racing bike and the Gemini Freeride bike to its line in 2002 and both lines were expanded because of their success.
In 2004 the company unveiled the Aaron Chase signature line of hardtail dirt jumper/park bikes and then in 2005 it rolled out a little project called the Prophet. The idea was simple: One bike, many uses.
As with the rest of the Cannondale line, the Prophet was built in America and was a fantastic bike. Five inches of travel on either end and available in six models ranging from the entry-level 600 up to the high-buck Team Replica 4X model.
I had the pleasure of testing a Prophet 600 for the 2005 season and was blown away by how good the bike was. I used it in situations from short cross country races to 24-hour enduros to all-mountain gravity-fed jaunts. It didn’t matter if you were going up or down, the Prophet felt solid either way.
Because the Prophet is marketed as a do-it-all bike, weight wasn’t a huge concern. The Prophet 600 weighed in at around 31 pounds out of the box, however, which meant it was a bit heavy for serious racing.
So with that in mind, you can imagine my excitement when I happened upon the 2006 Cannondale Rush while cruising the show floor at Interbike in Las Vegas last September. At first glance the Rush looked like a Prophet on a diet. It had the same great-looking lines, only with slimmer tubes and cross-country geometry rather than the adjustable geometry on the Prophet.
I had to have one. The Prophet went on the auction block and a shiny new 2006 Rush 1000 came ‘home’ - ready for a season’s worth of racing, riding and enjoyment.
The Specs
The Rush 1000 is about halfway up the ladder of the 2006 Rush line, but its spec sheet reads like the higher end models for many cross country bikes. The drivetrain is primarily SRAM with X-7 shifters, X-9 rear derailleur and a 970 cassette. The crankset included is a FSA Afterburner, the front derailleur is a Shimano LX and braking power comes from the Avid Juicy7 hydraulics.
Suspension comes by way of a Fox Float RP3 rear shock, which is custom tuned to the Rush by the Fox factory, and up front the Rush features the tried and true Lefty design. In the case of the 1000, the Lefty used is the Speed Bonded DLR2, which includes a lockout lever.
The wheelset included is a Mavic Crossland UST and wrapped around them are Mavic’s new Crossmark XC tubeless tires. Other highlights on the bike are a Fi’zi:k Nisene saddle, FSA bars and CrankBrothers Eggbeater pedals.
The good
Although saddle time has been somewhat limited on the Rush (thanks to an early start to winter here in Ontario), I have been blown away by what the minds at Cannondale have made. The Prophet was clearly a fantastic all-mountain bike, but it was simply too heavy for any serious cross country endeavors. I was able to get a medium Prophet down to about 27.5 pounds with a full XTR drivetrain, Mavic Crossmax wheels, lightweight racing tires and a carbon bar, but it still rode like a heavier bike – which is to say a bit sluggish going up, and wonderfully cushy going down.
The Rush, however, accomplishes exactly what the Cannondale designers have set out for. With four inches of travel at either corner, it’s still enough squish to get over obstacles and make going downhill a breeze, but where the Rush really starts to perform is when you hit the bottom of a killer incline. With a quick flip of the lockout lever on the Lefty and moving the Fox RP3’s ProPedal switch to the firmest setting, the Rush blasts up a hill like a hardtail. Even without touching either lever, the Rush still climbs with very little bob.
The other highlight feature of the Rush is its weight. Out of the box, my Rush came in at just 28 pounds, although it rides like something lighter. By swapping out the wheelset and heavy FSA cranks, you can easily shave a couple of pounds. By the time the first major race of the year rolls around, I expect the Rush 1,000 can burn off enough calories to hit the sub 25-pound mark, which is incredible for a relatively inexpensive full-suspension bike.
And although looks shouldn’t be the deciding factor in picking a bike, it’s hard to argue the Rush doesn’t look great. The 1000 comes in the team replica paint scheme which is clearcoated brushed aluminum and black with Maxxis Orange highlights.
The Lefty fork may look odd, but it’s one of the stiffest and lightest front forks available. It doesn’t feel as lopsided as you might think it would by looking at it, and changing the front tire or repairing a flat is a breeze because you don’t have to take the wheel off.
The not-so-good
While the UST setup on the Mavic Crossland is great for some people, if you’re not a fan of riding tubeless you’re out of luck. The Crosslands are built a bit heavier with the tubeless setup in mind, and the Maxxis Crossmark tires also have extra sidewall protection and are designed for a tubeless setup. The problem is, despite trying a few different fixes, I had trouble keeping the air from seeping out, so I decided to switch over to a traditional setup, which made the heavy tires and rims seem like overkill.
The other problem I ran into was with the Fox RP3 shock. After only a few rides the shock developed a problem of air leaking into the negative chamber and went into “stuck-down” mode, which meant it wouldn’t return to its ‘normal’ position. The good news is, I shipped the shock out to Cycleworks in Edmonton, which is one of two Canadian Fox warranty service centres, and I had it back in my hands repaired at no cost in less than a week.
Summary
Simply put, the Rush is fantastic. Initial results are extremely positive and it should be an interesting season of cross country racing. Pricing for the Rush 1000 comes in at around $2,500 US, which may seem a bit high, but considering the build kit on it and the fact it is a made-in-the USA bike, I feel it is worth it. If you compare that price to other options on the market, it’s more than fair.
For more information on the Rush, visit the Cannondale website — it’s loaded with fantastic information on the entire Rush line.
And keep an eye on The Biking Hub for an updated review later this year.
1. Posted by 2006 Cannondale Rush » The Biking Hub | 10:26 pm, 8 January 2006
[…] Update (6 January 2006): Dan just posted his initial impressions of the 2006 Cannondale Rush 1000. Looks like I have to eat my words regarding Cannondale’s reliance on in-house products — the Rush 1000 looks well-spec’d with components from a range of manufacturers. […]