Price for other territories available on request. Available worldwide including North America.
The Classic Soul is the original long fork steel hardtail. A trail riding machine in the truest sense, the Soul has amazing adaptability and all round performance. It's just as happy ripping up the singletrack at your local woods or trail centre as it is tearing down mountains on your summer holidays.
Its first major update in 6 years (it was THAT good the first time) has centred around meeting the new stringent CEN safety regulations that all frames must now comply with. New features include the introduction of our Ovalform top tube which optimises the stiffness in each direction, and the super strong Reynolds 853 main frame is joined by a Reynolds 631 head tube, and carefully designed tapered gussets. This allows us to not just meet, but exceed these new requirements. We didn't do it the easy way either, as the Soul is now fully certified for up to 140mm travel forks, rides better than ever and yet weighs just 40grams more than the outgoing model. At the other end of the frame, our dinky new machined and pocketed cowled dropouts include a replacable mech hanger and are half the weight of our previous all steel items. They look very pretty too!
We haven't thrown the baby out with the bathwater though, fear not! Cotic geometry carries over unchanged; it's what made the Soul the legend it is in the first place. It's the same inspiringly, wonderfully twinkle-toed ride it always was. We have moved things on as well, though. The Ovalform top tube increases handling accuracy that the latest stiff steering forks demand, yet this tube is more compliant vertically than the previous round tube and at no increase in weight. Allied to our tireless efforts to ensure that the strength of the frame is only where it needs to be and you are left with a incredibly light yet tough frame, with all the aggression, compliance and terrain molding ability of the original star, but with more edge when you're really pushing on. Our riding's progressed; the Soul has too...
The chart is a guide to frame size. Ultra Compact Geometry means that the frames are small
and long. You can take this two ways. You can either have a regular position coupled with a
small and chuckable frame, or you could go for the next size up and go long and racey without
feeling like you're riding a gate. You lot are just too different to say for sure, so drop us a line
at firstname.lastname@example.org and we'll be happy to discuss set up based on what you're riding at the
|Seat Tube (centre-top)||16"||19"|
|Top Tube Length||22.75"||24"|
|Head Tube Length||100mm||120mm|
|Usual Height Range||upto 5'9"||5'10" - 6'3"|
|All measurements based on 100mm travel fork sagged 25mm|
Seatpost diameter: 27.2mm (wise to get a decent length one)
Front Mech: 28.6mm (Top Pull)
Bottom Bracket width: 73mm
Headset: 1.125" only
Mid 2001: Had an old school steel Kona converted with long (100mm!) forks and short stem/big bars was fun but needed improvements. No one was making a frame anything like what I wanted so started sketching a hardtail design in Reynolds 853 to take long forks properly, disc brakes, huge tyres.
Sept 2001: After measuring up the Kona, sketching it out on CAD and then moving things around to improve the position of the rider, handling and bike fit, had something I was fairly happy with. Reynolds sent me a catalogue and some strength figures for 853. Totally blown away by the high strength. Realised I didn't need a lot of this stuff to make something pretty damn tough. Getting more interesting.....
November 2001: Had a drawing. Started talking to Dave Yates about getting one built so I could have nice bike. That would have been a nice culmination of a nice project.
Early 2002: Via a random forum post on Singletrackworld I was introduced to Brant Richards who was running On One at the time. Mentioned I had a frame design, he said send it over. I sent him a full production spec CAD drawing (hey, I'm an engineer, it's what I do!). Brant was pretty impressed and told me he could get me a price for 100 frames. Still had no intention of selling them really, but figured getting a number couldn't hurt. That number turned out to be not too crazy, so Brant offered to get me a couple of prototypes, so in February 2002 drawing CTE-001 (medium) and CTE-002 (large) were sent to Taiwan (NB - CTE is Cy Turner Engineering Ltd, my engineering contracting company that became Cotic).
May 2002: They're here! Drove up to Sheffield and picked up two shiney new steel hardtail frames from Brant's business partner Dave. Blimey - a bike I designed in the metal!
Summer/Autumn 2002: Built up the frames. I rode the large, and I handed the medium out to pretty much any of my riding friends who fitted it/wanted a spin. Lot's of feedback, with much that was positive. I loved mine, and people who rode the bikes seemed to really click with them. Very exciting as I genuinely seemed to be onto something. With so many people liking it, getting 100 seemed less and less scarey.
Winter 2002: Commit! I have some very talented friends who could do a website and the graphic design and were willing to do it for bike bits to get things going. Eventually settle on Cotic for the brand due to Turner being fairly well known/used already ;-) Soul would be the product name. Finish production spec drawings with improvements from the prototype feedback incorporated. These included custom machined dropouts because the teeny Ritchey style drops on the prototypes wouldn't let the wheel out past the mech body, selection of size specific seat tubes to ensure butt lengths were correct for the dropped top tube frame design, minor cable routing revisions. Frames ordered!
Spring 2003: Head off around the magazines trying to launch the brand. Get very warm receptions by Singletrack and the Future mags. When Steve Worland emails to say he's really impressed, I'm very chuffed indeed and begin to realise the potential of the Soul.
June 2003 - Mountain Mayham: Launch!! Frames landed and due to a typing error on the order they turn up barbie pink instead of dark grey. Team races the last race at Sandwell fully Soul equipped. Sales begin once a UK powder coater is found to finish the frames in dark grey or bright orange.
Autumn 2003: Customer feedback on first frames is overwhelmingly positive, with some people suggesting minor changes. Taking these into account, V2 frame drawings are completed with s-bend chainstays to improve heel clearance for 'in swingers', down tube raised slightly to improve fork adjuster clearance with low stack headsets, and hose guides added to seatstay rear mech routing to improve the mud sealing of the gear cable leading to the now ubiquitous Cotic semi-outer gear cable run. Now working directly with a new factory, the dropout and disc mount are all integrated into one CNC'd piece at the suggestion of their production engineer. An XL size is also added for the second batch of frames with size specific tubing including stiffer down tube and wishbone compared to the other frame sizes. In addition to these changes due to field feedback, discussions with another frame designer and further research on frame design using the FEA models shows that the worst fatigue feature on the frame is the chainstay bridge. Deleting the bridge removes this problem and massively improves mud clearance, but it it also moves the stress 'hot spot' to the outer edge of the chainstay/BB welds. Addition of gussets at these locations solves this, and another now classic Cotic feature is born with the bridgeless chainstay design. Enormously proud of myself for this sweet little solution, it's only several months later that I discover Keith Bontrager had been doing the same thing on his steel frames since about 1990. A doffed hat to Mr B!
Summer 2005: Further small evolutions after 18 months of solid performance from the V2 design. The chainstays gussets introduced on V2 are slimmed down to save weight and improve fatigue performance and chainstay and seatstay butts are reduced by 0.1mm to reduce weight whilst maintaining performance.
Autumn 2006: The next set of changes were again largely in response to customer demand. The cable routing moved under the top tube, hose guides were changes to the clip in type from solid hoops, and a hose guide was finally added in the centre of the top tube (I still doesn't like this from a 'welding to thin sections' point of view, but does accept it's much quieter!).
Spring 2007: With the advent of the new external BB standard, we looked at taking advantage of the wider chainline to try and eliminate as much of the crimping of the chainstays as possible. Eventually a design was reached where no crimps at all were required, chainring clearance was good all the way up to 36t middle rings and the tyre clearance was only reduced by 1mm per side. At this point the BB shell width was also increased to 73mm, as again, the widespread use of external BB's with their fixed chainline rendered the chainline tubing possibilities of the 68mm shell somewhat redundant.
Winter 2007: The design of Soul currently in production arrived in December 2007. The dropouts were revised again to work better with the latest generation of rear mechs, and as riding and kit technology progressed we were finding the back end of the frame a little wayward sometimes, so the chainstays reverted to the original thicker butt profile. This combined with the new crimpless design improved the stiffness back to a level we were, and are, happy with.
Oct 2009: The Soul is made even better........