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The new Saracen Myst uses a combination single pivot, shock link and brake linkage, all made viable by the move to a shock tunnel seat tube design.
Here are the edited highlights from Saracen’s press release:
Saracen launch new re-designed Myst platform
This is the biggest update to the frame since its inception in 2010 with a lowered shock and centre of gravity change, braking characteristics and suspension kinematics all integrated into the new design.
Development on this new frame design started back in 2019 with the Madison Saracen Factory Race Team. Focusing on weight distribution, brake interaction and the suspension curve. The overhaul moved the shock just above the bottom bracket and a new tuned ride link configuration was created alongside a specific brake tune linkage.
The biggest visual change to the frame is the new shock tunnel, allowing for the placement of the rear shock and linkage to sit lower within the frame. This has moved the bike’s main weight and centre of gravity more than a 100mm lower and further backwards over the previous generation. Additionally, the tested floating brake tune has been integrated into the seat stay and rocker linkage.
The use of oversized, fully sealed bearings in all pivot locations helps handle the forces required for racing and should provide a longer lifespan.
The new Myst is available in two models: The Myst Team is pretty much identical to the bikes ridden by Matt Walker and Greg Williamson at World Cup level. Retailing for £5,499.99 it has full Fox Factory suspension, DT Swiss rims, Maxxis tyres and a full Shimano Saint groupset.
The £3,599.99 Myst Pro uses exactly the same frame as the Team but with a more wallet-friendly spec aimed at privateer racers and riders. Rockshox and Marzocchi suspension, with SRAM GX DH gears and Shimano brakes bolted to Raceface Chester finishing kit.
There’s also a Myst X frameset at £2,199.99.
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In-depth suspension set-up
The system has been developed since 2019. The single pivot location has been relocated to alter the anti squat curve and wheel path. Anti-squat has been reduced (96% at sag) to keep the moments of sprinting firm and moving forward but the middle of the travel having a slightly more-free moving feel.
Then paired with the small change in the shock rate in the middle of the travel to be more responsive, the overall traction and stability across rough terrain.
Through the various iterations of floating brake systems tested over the years, the race team has found a uniquely constant percent keeps the bike very balanced versus other decreasing or increasing rates normally found.
With the anti-rise rate remaining fairly consistent throughout the travel, this creates good braking in high-grip situations while also being consistent and neutral on setup into turns and on large repeated hits. The shock develops a small progressive curve and combined together, give a very stable feeling in all conditions.
The Centre of Gravity difference illustration below: moving the main mass of the frame weight backwards and lower down into the frame by over 100mm lower to give the rider an even more planted feel between their feet.
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