set to 3/4 inch. The DC4 A-arms are
designed for longer travel and work
well with LSR front hubs and Elka
Stage 3 shocks.
Both rear axles are also from LSR.
The Axcalibar Pro Racing axle is
backed by a lifetime warranty and
is fully adjustable by changing spac-
ers. The MX axle was adjusted 3
inches wider than the cross-coun-
try one. Both bikes also had gusset
kits installed by Triumph for all the
added stress from racing. Hard use
will eventually weaken the frame and
cause premature cracks and breaks.
Triumph’s frame mod even has a special plate welded in place for strength
and a little element of style. Another
important chassis upgrade is the LSR
aftermarket swingarm bolt and gusset kit. This bolt is longer than the
stocker and uses supplied pieces of
metal to strengthen the chassis in that
area. After all that, the frames got a
fresh powdercoating from Seven S
Powder in Riverside, California.
The biggest difference between the
two is overall height. The cross-coun-
try version needs more ground clear-
ance. The ride height was 10 inch-
es in the rear and 10. 5 inches in
the front. This was done by putting
more preload in the shock and run-
ning taller tires. Tire selection is key,
and running the STI 21x7-10 Tech 4s
keeps the chassis and swingarm from
being pounded by roots or big rocks.
Running a wheel like a DWT 9-inch
G- 2 allows you to have the beadlock
and a rolled lip that acts as a rein-
forced inner ring. The wheels on the
XC bike are beadlock front and rear;
For cross-country, the Raptor has more ground clearance and a little less width,
mostly through different tire and wheel selections.
Triumph went with the Sparks exhaust,
which is much lighter, simpler and more
free-flowing than stock.
A Precision damper is used for both
Raptors. The settings would be changed
for different terrain.
At a glance, it’s difficult to tell the difference between the two Raptors. The wheels
are the biggest giveaway.