Basics
DRCV technology has two critical elements that set it apart from all other air shocks on the market:

1. The Dual Rate Control Valve
This is a position sensitive valve that opens the passage way to the secondary air chamber at a predetermined point in shock travel.

2. Mid-Mount Design
The upper eyelet has been moved to the middle of shock, allowing additional air volume to be placed on top of the shock.

Key DRCV Shock Technology Benefits

1. Performs like a coil shock, but at the weight of an air shock
2. Air spring characteristics are both velocity sensitive and position sensitive
3. Less progressive than a standard air sleeve, but more lively than XV air sleeve
4. No weight penalty over a standard Fox RP23 XV shock
5. Highly tunable - spring curve can be tuned from being fully flat and linear to extremely progressive
6. Built by Fox and uses an RP23 damper to ensure quality and serviceability with a brand name customers trust

The DRCV shock was designed in a partnership between Gary Fisher and Fox. The goal was to create a shock for a long-travel trail bike with the best attributes of both coil and air shocks. It is a proprietary shock only found on Fishers.

The air-sprung Fox Float with Dual Rate Custom Valve (DRCV) is the closest thing to coil spring performance in the marketplace. Since it is still an air shock it is still lightweight and highly tunable.

During Initial Setup:

1. The Fox DRCV shock features a unique schroeder valve that pressurizes both air chambers to equal air pressures in both chambers. This allows for easy initial setup.
2. As the shock compresses through the first half of travel - that is, before the plunger opens up the second chamber - only main chamber pressure increases.
3. At 40% of travel, the plunger is engaged, opening up the pathway to the second air chamber.
4. As the shock compresses through the rest of the travel, main and secondary chamber pressures increase equally since the plunger is activated and the pathway is open.

As the Shock Rebounds:

1. At full compression both chambers have equally high pressures since the plunger is activated.
2. As the shock extends to 40% length, both chambers decrease in pressure equally since the plunger is activated and the pathway between chambers is open.
3. At 40%, pressures are still equal, and the plunger closes the pathway.
4. As the shock finishes extending to its original length, the main chamber pressure continues to drop to its original pressure while the upper chamber remains pressurized since it is completely sealed.

During Subsequent Riding:

1. At the beginning of the stroke, under no pressure, the shock is fully extended and main chamber has much less pressure than the secondary chamber.
2. As the shock compresses through the first half of travel before engaging the second chamber only main chamber pressure increases.
3. Just a hair before the plunger activates the secondary chamber (at 39% travel), the main chamber pressure has increased to the point that it is almost identical to the secondary chamber pressure - the two pressures are practically identical. This means when the plunger opens up the pathway between the two chambers at 40% travel, there won't be any pressure differences between chambers and the user won't feel any sort of 'transition.'
   

DRCV Performance
The Fox DRCV technology is based on a smartly functioning plunger between two air canisters.

The plunger engages the second air chamber midway through its stroke. This is right before the shock would "ramp up" in a standard air can. By engaging the second air chamber the shock can maintain a predictable, linear compression rate much like a coil spring.

What Does the Rider Feel?
At the end of its stroke, the DRCV shock avoids the "harsh ramping up" effect of a single air canister. It's a smooth linear feel that keeps the rider in control. But because the DRCV acts like a single air canister for small bumps it also provides the smooth feel of an air canister without any flat pockets in the midstroke that an XV shock may provide. In short, it's coil spring performance without the weight penalty.

Bump Compliance
The differences between how a standard air shock handles small bumps and big bumps and how the Fox DRCV handles small bumps and big bumps is pretty dramatic and worth an explanation.

Standard Fox Float RP23 Speed Sensitivity
Note that the lines on this chart, which represent different shaft speeds -- forces from bigger bumps "come at" a shock faster than those from smaller bumps -- don't deviate much. The RP23, like all traditional single canister air cans, responds similarly to all bumps. Regardless of bump size, a single air canister shock responds the same. This can be fine if the rider encounters consistently sized bumps and the shock is tuned to handle that consistent terrain. But in varied terrain, single air canister shocks ramp-up in the last quarter of the shocks travel.

DRCV Speed Sensitivity

In varied terrain (i.e., real world riding) you want a shock that can handle a variety of terrain in a consistent controlled manner.

The DRCV chart shows that at slow shaft speeds of 5-10 in/sec (small bumps), the DRCV works like a single air can. It absorbs small bumps in a consistent, linear fashion. But for bigger bumps at high shaft speeds of 20-30 in/sec, the second air canister opens up to allow for more controlled compression, more like a coil spring.

You'll note that on the first single canister chart there's a distinct "ramp up" at the end of the stroke regardless of shaft speed. Some ramp up is good, but a more gradual ramp up feels more controlled to the rider.

So on the DRCV chart, the ramp up for the faster shock speeds (bigger bumps) is more gradual and more controlled.

In short, the DRCV is an air shock capable of differentiating between small bumps and big bumps and reacting differently to each. The result is the rider stays in control over all types of terrain.

SUSPENSION UNCOMPRESSED
As a wheel moves through its suspension travel, the disc caliper rotates forward in relation to the disc.

SUSPENSION COMPRESSED
When your suspension compresses while the brakes are applied, that forward rotation is felt as stiffening of the suspension. The more the caliper moves, the more the suspension stiffens.
ABP's unique placement in-line with the rear wheel axle creates the least caliper movement of any system, yielding the most active suspension under braking.

What Does ABP Do For Me?
1. Better Braking
2. Better Suspension Performance
3. Stiffer Design
4. Faster Speeds
5. More Control

Active Braking Pivot (ABP)
Active Braking Pivot (ABP) is a patent-pending technology that puts the rear suspension pivot concentric to the rear wheel axle. ABP creates the most active suspension system under braking.

Active Suspension Under Braking
On other full suspension systems, braking interferes with suspension activation. ABP allows the suspension to remain active while braking, which has a number of perceptible benefits.

Brakes Applied, Suspension Still Compresses
Try it on any other system -- find a downhill with stutter bumps. Apply the brakes and feel the suspension stiffen. Often, your rear wheel will skip across the top of the bumps. Now try it with an ABP-equipped bike. Feel the difference.

More Control
Active suspension under braking means more control in braking situations -- at times that you need the most control!

Thru-Axle Qualities
By placing the pivot and bearing in line with the axle, the skewer actually threads through the pivot, which reinforces the entire rear end. The ABP system's stiffness is very similar to a very lightweight thru-axle system.

E2 HEAD TUBE
Increased front end stiffness, increased steering precision

1. Tapered 1-1/8" to 1-1/2" head tube

2. Increases front end stiffness without the weight penalty by allowing a larger downtube

3. E2 steer tube is 27 grams lighter than standard 1-1/8" steer tube in 140mm travel applications

PRECISION TUBE SHAPING
Lateral stiffness in a lightweight package

1. "Flattened bell" tube shaping increases overall frame stiffness front to rear
2. One piece seatstay increases rear end stiffness and improves rear wheel tracking for a smooth controlled ride.

FOX RP24 FORK DAMPER
A smarter, easier way to dial in front suspension
1. New Pro Pedal technology on fork allows rider to tune amount of platform
2. Ideal for riding varied terrain

RP24 -- What is it?
The Fox suspension fork found on the Roscoe III brings a custom Pro Pedal feature to the front of the bike. The Roscoe III has a Fox Talas with a new RP24 system that acts as a customizable lockout for the front fork much like the RP23 works on the Fox Float rear shock.

RP24. What does it mean?
R = Rebound
P = ProPedal
2 = Two position Pro Pedal lever
4 = Four levels of Pro Pedal threshold

The traditional lockout lever is now a "Pro Pedal" platform adjustment to give the rider more control than a traditional lockout lever. The Fox RP24 for Fisher has four threshold settings at 30, 50, 70, & 90 lbs to customize how much lockout the rider needs. Fisher worked with Fox to test and set these custom-tuned threshold levels.

G2 Geometry started out as a project to improve the slow-speed handling of Fisher bikes. Fisher's existing Genesis Geometry already excelled in climbing, descending and handling at speed. The one area we wanted to improve its handling was in tight singletrack and technical climbs.

G2 accomplished this by increasing the amount of fork offset. This reduced the amount of trail to make it steer quicker without changing the rest of its handling characteristics. While increasing the offset, we reduced the reach to the handlebar to allow the rider to weight the front wheel more accurately.

Wheelbase remains the same for high speed stability; Amount of Trail is reduced for more neutral handling at slow speed; Cockpit was shortened to allow the rider to weight the front wheel more effectively.