No other type of bike causes more controversy than fat bikes. Even in the Ride editorial team, opinions differ. It is also not clear where to categorize these fat things. You read, hear and discuss a lot about the fat-wheeled trend, but even the industry itself doesn't really know whether the fat bike has a future. In addition, fat bikes are said to have many negative characteristics: self-steering, wheels that accelerate poorly, sluggish steering, tires that bounce, new standards, which is why common bike parts do not fit and so on. Ride decided to get to the bottom of these issues themselves. Rocky Mountain's fat bike "Blizzard" serves as the basis for this test.

The bike in detail

The look of the Blizzard is simple, in dark colors. However, all the black and grey tones harmonize well with each other and the Indian tribal on the front gives the Fattie the typical Rocky Mountain look. At first glance, the finish looks impeccable. However, thick layers of paint obscure the view of the frame's weld seams. We can only speculate about their quality. The frame also has a cable duct for internally routed cables or cables to the dropper post - which can be retrofitted - and for a possible front derailleur. The cable routing on the fully assembled Blizzard is basically well solved, but the cables could definitely be a little shorter.

The Blizzard scores with its downhill-oriented geometry. The 68.5 degree head angle is already a statement. The 80 millimeter wide rims in combination with the 4.7 inch Vee Tires "Bulldozer" and a Rock Shox Bluto underline this character. But the 16 kilogram fighting weight is not without its weight. A few pounds can also be attributed to the heavy wheels. Fortunately, the rim is suitable for tubeless use, which saves some weight again. Whether a suspension fork is necessary on a fat bike is debatable. However, one thing is clear: it greatly expands the range of use of these exotic bikes.

For around CHF 3,300, you get a solid fat bike equipped for durability. SLX brakes and the XT shifting group from Shimano, as well as various Race Face parts ensure a good price-performance ratio. The gear ratio with 24 chainring and the 11/36 cassette are a blessing with this high total weight, allowing you to get up even the steepest ramp. Pedaling downhill quickly comes to an end, whereby the Fatbike simply becomes a cruiser. The frame can be fitted with a suitable frame bag. Threaded eyelets are already embedded in the tubes for this purpose, as well as for two bottle cages. The cockpit with the 710-millimetre-wide handlebars suits us well, only the stem is changed to a 50-millimetre version to allow for slightly more direct steering.

In the wild

The "Blizzard" runs quite well during the first few pedal turns in the courtyard. However, the riding experience is still unfamiliar. The riding position is noticeably higher, or at least it feels that way because of the high tires. The fat bike runs surprisingly well in a straight line, but cornering takes some getting used to. For good traction, the thick tires need to be ridden with low air pressure. This gives them a kind of breakaway torque when turning. What is most noticeable, however, is the wide-legged pedaling. One reason for this is the 100-millimeter bottom bracket that is standard on fat bikes. On the other hand, the Race Face bottom bracket is also very wide - intentionally so that the chain line matches the 197 millimeter wide rear wheel axle. However, you quickly get used to pedaling in cowboy style.

As expected, the Blizzard climbs surprisingly well. Although it's no mountain goat, it requires less power than you would expect from the thick tires with low pressure. The enormous traction and the way it masters even steep ramps in slow motion is impressive. Nevertheless, the very heavy wheels are pretty much the Blizzard's biggest weakness. This is also the reason why the wheels were replaced with the brand new and massively lighter BR-2250 from DT Swiss during the long-term test. The difference when riding uphill is like night and day.

The trail and pump track experience

The Blizzard does quite well on single trails. It seems like you just have to ride a fat bike at the ideal speed. If the cadence is too high, the rear end starts to bounce. Riding with more power and less cadence brings calm again. The riding experience fluctuates between casual and comical. On the one hand, the wide Vee tires offer plenty of grip over roots and rocks and are forgiving of suboptimal line choices. Out of corners, however, the tires buck and distort the rider's perception of the ground a little. Downhill in particular, the Fatty needs its very own riding style. It requires more physical effort and the bike needs to be pushed more into the corners. Once you get used to it, you can ride it at a good speed. Slow, technical sections are not the preferred terrain for fat bikes, as the thick, soft rubber also lacks some steering precision.

Before snow falls, the trails often resemble pig pens. On such deep wet ground, the fatbike has advantages, especially uphill. Because it convinces with full traction and, even if it is slow, it can outrun twentyniner riders. On flat terrain, the advantage is less striking. The tires sink in much less, but progress is also slow. Downhill, the advantages become apparent again. Ruts and roots are confidently ignored and you can ride over them with gusto. But you won't make any friends if they are riding behind you. The wide tires generate a veritable fountain of mud. The comment from the person behind: "Let me go first, you're spraying like a motocross bike" came promptly.

After a 90-minute mud fight, it becomes clear that cleaning man and machine will take at least half that time again. The call for splash guards becomes loud. A search on the Internet reveals that Mucky Nutz mudguards are already available for fat bikes. The joy is short-lived, however, because the mudguard for the fork is not compatible with Rocks Shox's Bluto suspension fork and the 4.8-inch tires. The good piece grazes the tire and is removed again. According to the manufacturer, however, the matching fenders are already in production.

It is probably clear to everyone that a fat bike does not belong on pump tracks, but you should leave no stone unturned to put it through its paces. As expected, you have to pump twice for the pump track session. Your lungs quickly seem to be at the limit, but you don't get going - which was to be expected.

Snow the fat bike element

The day has finally come when the Blizzard can fully unfold its potential. It has its snow baptism on 15 centimeters of fresh snow, on a base of another 10 centimeters of lightly pressed snow. Riding on snow has never felt so smooth and smooth. But here too, the right speed is crucial, especially uphill and on flat terrain. Then it's like riding on rails through the white splendor. But even a fat bike can't perform miracles. If the incline is so steep that you need the lowest gear, traction soon comes to an end. After all, snow has little resistance and the rear tire spins. Starting off on a slope also needs to be practiced. You have to apply just the right amount of force so that the tire doesn't spin, but you can still make progress. On flat terrain, the deeper the snow, the more difficult it is to pick up speed again. Once the fat rollers have gained momentum, you can plow your tracks in peace. Although the fat bike allows you to ride in unfamiliar snow conditions, the effort required should not be underestimated. Except on hard-packed snow, where you can simply whizz over it without using too much force.

The Blizzard shines downhill. There you have to let go of the brakes and steer. It's fun to shoot through the snow and it's easy to maneuver even in 20 centimetres of loose snow. In tight bends, however, you have to slow down, otherwise you'll slide out of the bend, just like on a mountain bike. On the other hand, it's also fun to slide through the bends. Over time, you develop a feel for it and drift around the bends in a controlled manner.After a few rides in the snow, it quickly becomes clear that not all snow is the same. And what are the limits of what is possible? With more than 20 centimetres of soft snow, the end is reached on the flat, as there is no longer enough traction or power. On a downhill gradient, you can still drive through slightly deeper snow. With around 30 centimetres of loose snow, even the steepest slope can only be ploughed down in a straight line. Traverses or even curves are only possible with a lot of bike control, controlled riding is different. Such conditions would be impossible to master on a mountain bike with normal tires. The decisive factor for maximum fun in the snow is a hard surface and a maximum of 20 centimetres of fresh snow on top, then you are in your fat bike element.

Party on the ski slopes

As we all know, the best is saved for last: riding on the slopes. Anyone who has ever been out on a freshly groomed ski slope with a decent gradient in sub-zero temperatures will want to experience it again and again. This is the zenith of fat biking: pure flow, ice-cold. With the right pressure - 0.5 - 0.7 bar - on the tires, you can thunder down the slopes at full speed. As long as you don't ride tight radii, even 4.0-inch tires do the job quite well. However, if you want to slide around corners with both wheels without braking, you are better off with chunky 4.8-inch tires. It takes a few descents before you dare to drift into snow berms with so much speed that the front wheel breaks away, but compared to a classic mountain bike, it takes a lot longer to tip over. Unfortunately, there are hardly any destinations that allow fat bikes on ski slopes yet - but maybe next winter.

Fatbike and Blizzard conclusion
Fatbikes are clearly niche products, but they certainly have their place. On dry ground, you can reach more speed on a mountain bike and get that sought-after flow feeling faster. In deep mud and very wet ground, a fat bike offers advantages in terms of traction, but snow is the element for which it was created. There it provides a unique riding experience. Of course, it should also work great on sand, but this is in short supply in this country.
Apart from a broken chain at the end of the four months, there was no wear on the moving parts and apart from a few scratches, there was no damage to report.
If you still have space in the cellar and the necessary small change and like to ride off-road in snow and adverse conditions, a fat bike is a good choice. However, they are not cheap either, which is why renting is more worthwhile if you don't use them often. Otherwise, it is an investment in a durable bike with a good price-performance ratio.

Modifications

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- As a result of personal preference, Ergon GE1 grips were fitted
- After the first ride, the stem was changed to a 50-millimeter model and two spacers were removed to get a more upright and lower handlebar position.
- Saddle and seat post were replaced. A shortened seat post was used, which allows more legroom on the descent
- The original wheels and tires gave way to the two kilogram lighter BR-2250 wheels from DT Swiss, covered with Schwalbe 4.0-inch tires.

Test bike facts

Make & Model	Rocky Mountain Blizzard 2015
Frame size	M
Suspension travel	100 mm at the front
Wheel size	26 inch
Price	CHF 3'499.00, from CHF 2'299.00
Weight	16 kg incl. pedals and frame bag

Geometry

Steering angle	68.5°
Seat angle	73.5°
Reach	414 mm
Stack	613 mm
Top tube	590 mm
Seat tube	457 mm
Chainstays	455 mm
Head tube	115 mm
Wheelbase	1138 mm
Bottom bracket height	n/a
Bottom bracket width	100 mm
Stiffness	good
Standards	Saddle post 30.9 mm, tapered head tube
Air pressure fork	65psi, rider incl. equipment 70 kg
Tire pressure	0.5 bar
Specification

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Frame material	Aluminum
Fork	Rock Shox Bluto RL
Shifting	Shimano XT 1x10
Brakes	Shimano SLX
Crankset	Race Face 100 mm 24T
Rims	Sunringlé Mulefüt SL 80 / DT Swiss Big Ride 2250*
Hubs	Wheeltech Fatso / DT Swiss Big Ride 2250*
Tires	Vee Ruber Bulldozer 4.7" / Schwalbe Jumbo Jim 4.0*
Saddle	WTB Volt Race
Saddle post	Rocky Mountain SL
Grips	Ergon GE 1*
stem	Rocky Mountain L7
handlebars	Race Face 710 mm
	*Not original, converted during the test

www.bikes.com
www.dtswiss.com
www.muckynutz.com