User Guide

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SUGAR
Proven performance
When we introduced the Fisher Sugar in
2000, it set the suspension market on its
ear. No bike before it offered the unique
combination of Genesis handling and B*Link
technology.
The Sugar has already proven itself to
be a top level performer. Mary Grigson, on
a Sugar, was one of the first riders to
win a World Cup race on a full suspension
bike. Clearly, the new Sugar is fast. With
Genesis geometry, it’s also an excellent han-
dling machine. And it doesn’t waste your
energy. Everything a perfect full suspension
bike should be, so even on a casual afternoon
spin, your ride will be sweeter on a Sugar.
Genesis Geometry
The Sugar incorporates Fisher’s Genesis
Geometry. Gary’s original concept was a bike
with better stability in situations where the
rider’s center of gravity rolled them forward
over the handlebars. As a by-product of his
innovative solution, Gary also created a bike
that better handles the higher speeds of Pro
racers. A sneak peek with a tape measure into
the pits at a NORBA National will reveal that
many racers, on bikes with different brand
names, are borrowing from Gary’s geometry.
B*Link suspension design
The Sugar uses a special linkage to acti-
vate the rear shock, called the B*Link. The
B*Link adds lateral rigidity to the frame, so
compared to some flexy suspension designs
the Sugar steers and handles like a hardtail.
Relative to Fishers of the past, the Sugar
is considered short travel at 2.8 inches
(75mm). However, the pivot location and
resultant progressive suspension and com-
pression ratio allows the Sugar to be plush
on small stuff, yet not bottom on the big hits.
The end result is an almost invisible suspen-
sion feel that some say mimics a hardtail.
It takes the edge off, but you don’t really
notice the suspension movement. Combined
with low weight, these features make the
Sugar the ultimate all-round and racing sus-
pension bike.
Less is more
While other suspension systems may offer
some similar benefits to those of the Sugar,
they have some things the B*Link design
doesn’t have. They have tiny little pivots
crammed into the tight space by the rear
dropouts. Those little pivots add weight to
the bike, and at their attachment points the
frame has to be designed with extra rein-
forcements that also add weight. As an added
problem, if the pivots aren’t perfectly aligned,
they wear prematurely, so the extra align-
ment work adds cost to the bike.
Those dinky little pivots also have low tor-
sional rigidity, allowing unwanted flex. As
the suspension is activated on a bike with
imperfect alignment and pivot flex, their lit-
tle pivots will loosen up , which causes addi-
tional frame flex and squeaking.
Smart design
By carefully designing the pivot locations,
swingarm, and links, Fisher engineers were
able to create a suspension system that
avoids those troublesome little pivots back by
the dropouts. The key is finding the exact
lengths and arcs to do this without undue
stress on any frame members. Still, there is
some flex of the frame as the suspension is
activated. With each suspension stroke, there
is a slight change in angle of the chainstays
and seatstays.
Without careful design, this tiny flexing
could cause fatigue of the frame resulting
in breakage. Fisher engineers used some of
our vast array of materials and manufactur-
ing technology to avoid welding in the flexed
area. Instead of welding, we use bonding
technology to join the stays and rear drops.
By using a space age epoxy adhesive, we
achieve incredibly strong frame joints that
don’t have the inherent stress (and stress
risers) of welding. This clever design avoids
fatigue stress.
B*Link benefits
Our smart B*Link design completely
avoids the annoying little rear dropout pivots
with a light, rigid design. All you give up
with B*Link is the tiny pivots and the head-
aches. B*Link stills gives you what you need
in a full suspension design. The tires follow
the terrain for maximum traction, pedal
interrupting bumps virtually disappear, and
big hits are swallowed up without bottoming
the springs.
Designed for an air shock
For a cross-country design like the Sugar,
we wanted the lightest shock possible. By