2014 Yeti 575 Race

Words Morgan Taylor
Photos Kaz Yamamura
Date Jul 8, 2014

Yeti bikes have an unwavering tendency to elicit an emotional reaction – especially from long time riders. Steeped in racing history since the anodized glory days and now finding their way to the top of the Enduro World Series podium, Yeti’s bikes have a reason for being objects of desire.

Yeti fans (and there are many of them) speak highly of the 575, a workhorse and a pioneer in the now-burgeoning mid travel category. The 575, now in its fourth iteration with lineage tracing back to 2004, has been reworked this year for 27.5″ wheels, yet still sports the same 146mm (or 5.75″) of rear wheel travel.

The silhouette of the 575 is remarkably unchanged since the early days of the platform. A low-slung top tube traces a line through the shock and down the seat stays to the rear axle. The unique single pivot design has been adapted through the years but doesn’t look out of place on the showroom today.

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The 575’s distinctive look begins with the stepped tapered head tube.

For the 2014 model year we do see some changes to the geometry chart. The chainstay has been lengthened from 16.9″ to 17.5″ (or 445mm) and the head angle has slackened out a degree to 67º. A Fox 34 has been chosen over the previous model’s 32 – a move in the right direction for a platform that has been known to be capable beyond what its geometry chart might infer.

The 575 is available in five sizes with generous cockpits, including an XL size that should have taller riders rejoicing. Head tubes get larger with size, making the already long top tube lengths even bigger. This is definitely a pedaler’s bike; under all those changes the trusted Yeti 575 carries through.

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A low slung top tube has been present on the 575 since its first iteration in 2004. Now in its fourth generation, the frame has responded well aesthetically to a hydroformed update.

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Down tube bottle cage mounts to keep your electrolyte levels up.

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The offset main pivot houses a double row of bearings and makes room for a direct mount front derailleur.

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As well as a sneaky entrance for the internal dropper post cable.

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Out back the 575’s ultra-simple design is carried through on the 27.5″ update. No pivots to be found out here, which no doubt helps stiffen up the design.

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The one piece chainstay and seat stay drive the shock directly with help from a linkage mounted above the shock. How Yeti managed to do away with the seat stay pivot is beyond me, but if it works it works!

 

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This year the 575 comes standard with a Fox 34 Kashima CTD-Adjust across the board rather than the 32 of the past. With a bit more length in the rear end and Yeti’s generous top tubes, this is a bike built for speed.

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Stock tire choice is a 2.3″ High Roller II EXO up front and a 2.25″ Ardent EXO out back. I’ve since swapped the HR2 to the rear and put a 2.3″ Minion DHR II up front. DT XM401 rims, weighing in at 430 grams, are laced 28 hole to DT 350 hubs.

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The 575 Race gets a bombproof XT 2×10 system.

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Under that XT crankset is an ISCG mount and a PF30 bottom bracket.

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Right down to the shifters.

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And of course, the always appreciated XT brakes.

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Thomson’s dropper post lever is in a bit of an unusual position but it’ll just take some getting used to. I’ve since pushed the levers in and have the dropper next to the grip. The straight out of the lever cable housing stands out, but I’ll save further comment for the 575’s long term review.

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At the other end of that cable is the smooth as butter Thomson Elite dropper. The seat tube, a 72º line straight from the bottom bracket, doesn’t hide anything in effective numbers but still does come out a touch slack for taller riders. Zero offset posts are pretty well standard these days but on this frame it is a necessity.

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To match the Thomson post, a 70mm stem resides up front clamping a carbon 750mm Easton Havoc bar. You certainly won’t mind looking down at this cockpit.

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Black, gold, and teal. It’s good.

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The 2014 Yeti 575 Race.

The Yeti 575 Race retails for $4600 USD. There is an X01 spec bike at the same price point, a $3500 Enduro spec, and a $6600 Pro spec with full XTR. Check out the models HERE, and stay tuned for the full smash review.


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Comments

daniel-cash
0
Daniel Cash  - Oct. 14, 2014, 11:01 a.m.

I got my 2014 575 last month and it has changed the way that I ride. Of
course, my previous bike was a 2009 Specialized FSR-XC, so I'm enjoying
quite the jump in technology.

I took the 575 to Whiteface (just
the lower mountain - I'm not crazy) and it was an absolute blast to rip
those downhill trails. I probably wasn't riding with WC caliber riders,
but I easily out-paced them and their massive downhill rigs.

It's a true joy to ride a 575. The greater the speed, the greater the glory!

Reply

waldo
0
Waldo  - July 8, 2014, 3:51 p.m.

Awesome bike, I test rode this and the sb75 a few weeks ago. What I haven't understood though is that the 575 has a slacker geometry and longer travel than the Sb75, something which I would have thought would be the other way around.

Reply

morgman
0
Morgan Taylor  - July 10, 2014, 8:47 a.m.

The SB series uses a different naming convention. The first digit is the wheel size and the second is the travel in inches. So, the SB75 is a 27.5 with 5″ of travel, the SB95 a 5″ 29er, the SB66 a 6″ 26″ bike. In contrast, the 575 is just the travel amount in inches (5.75) without the decimal.

Reply

dan
0
Dan  - July 8, 2014, 1:42 p.m.

"I’ve since swapped the HR2 to the rear and put a 2.3″ Minion DHR II up front."

Interesting than you chose to run them that way, as I'm aiming to do the opposite.

I recently switched from HR2 f+r to DHR2 f+r and felt that if anything I'd ideally want to run the HR2 up front, with the DHR2 out back. The DHR2 feels like it has less cornering bite, and less rolling resistance than a HR2, and definitely more suitable as a rear tyre than front.

Reply

morgman
0
Morgan Taylor  - July 10, 2014, 8:44 a.m.

I find the HR2 to be way more slippery than the DHR2, and as you mention, slower as well. If I had the option I'd be on two DHR2s (that's what I've got on my 29er), but I only got one in 650B so it's up front. For descending I don't mind the HR2 out back so I suck up the rolling resistance for the all- important front tire. It's worth noting that the DHR2 and DHF 2.3 respond well to wider rims, while the HR2 feels similar on both 23 and 25mm rims. A longer version of this opinion is coming tonight in the way of a HR2 review.

Reply

bourget04
0
bourget04  - July 8, 2014, 9:37 a.m.

I've had 2 incarnations of 575 and currently ride an ASR-7. I want this bike so bad.

Reply

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