Sizes:

Small: 5’2’’- 5’6’’

Medium: 5’7’’-5’11’’

is incredibly balanced, reliable, nimble, fast and strong. Point this bike in any direction and it’ll get the job done day after day, year after year. You’ll get stopped on the trails with questions and bewildered eyes. It will never creak, have outdated geometry or need bearings replaced via our DSSP technology. Run it with 3.0” wide tires in the snow, rocks or sloppy conditions. Run it with a 38T chainring and peddle downhill at 34mph. Build it with a 150mm fork and set it up as a quiver killer or a 160mm fork to make it an enduro weapon. Get the frame, choose your shock and build a pissed off looking machine.
When designs began on this bike, back in 2017 and long before modern mixed wheel bikes became a thing, we had a list of “Must Haves” written down on a napkin.
A bike that’s designed and optimized to specifically run a 27.5” rear wheel and a 29” front wheel.
A bike that’s nimble, stable, predictable, reliable and fast.
A bike that takes advantage of modern shock technology.
A bike that can climb as well as it descends.
A bike that can clear 3.0” wide tires.
A bike that can clear a 38T chainring.
A bike that can be built to be under 30 pounds.
A bike that turns on rails and jumps like an impala.
A bike that won’t rock strike or send us over the handlebars.
A bike that has 150mm of bottomless rear suspension that can run up to a 170mm fork.
A bike that can carry a full size water bottle that sits above the BB.
A bike that has a jewelry grade head badge.
A bike with pivot bearings that will never need to be replaced.
A bike with external cable routing and minimal bends to the housing.
A bike with minimal pedal kickback and anti-squat.
A bike with a DH shock that can be tuned around a simple single pivot.
A bike with a low-leverage ratio so we can run minimal air in the shock.
A bike with sexy Carbon Fiber lines using stiff hydro-formed Aluminum.
A bike with an elevated chain stay that doesn’t look ugly.
A bike with a ridiculously low standover height.
A bike with beefy CNC dropouts to reduce lateral (side-to-side) flex.
A bike with replaceable decals offered in endless color options.
A bike with a thick and shiny clear coat to protect the frame and paint.
A bike that we can drool over and ride all day long.
VPP, DW and Horst links are all suspension linkage designs that are now decades old. These suspension designs along with Fo Bar, 4 Bar, High Pivot have been used, refunked and reiterated since the mid 90’s. If you look at bikes from 15+ years ago versus modern bikes today, the only major difference is a slacker head angle and smaller rocker linkages. These suspension designs can be used by any bike company because all the patents are expired. Then why are they still used today with modern shocks? Are they actually better performers than a single pivot with correct placement? Simply put, they are not. You probably think we’re crazy, which we are. But we also don’t suffer from amnesia. Let us explain our decades of experience in riding every suspension design and understanding why they came into existence.
When most full suspension designs were introduced, shocks did not have high/low speed rebound, high/low speed compression, pedal switches, shim stacks, different air can diameters, multiple sized internal valving, hydraulic bottom out control and different oil viscosities. In most cases, all you had was a lockout switch. As a result, complex suspension designs were created to make up for the poor performance that basic shocks delivered. Linkage technology offered progression, ramp-up and tuneability which improved the shocks performance. Complex linkage designs also made it more difficult to bottom out or catapult a rider off their bike. Shocks today are infinitely more advanced compared to the basic shocks that complex linkages were designed for. To put it simply, multi-pivot and complex suspension designs were designed because the shocks sucked. Shocks don’t suck anymore. Progression, ramp-up, compression, rebound and bottom out control are now delivered via moderns shocks without having to rely on complex suspension designs. However, most companies still use these complex multi-pivot designs for hype, marketing and because they’ve become an industry standard. Dirt Bikes, unlike Mountain Bikes, all run on a single pivot. The shocks offered on our bikes have a massive range of adjustability while offering consistent and predictable performance, just like a dirt bike. Mechanical engineering is defined by the easiest and least restrictive path of travel. Most suspension designs on the market today are anything but non-restrictive. We’re aware that marketing is a hell of a drug, and it’s easier to market a complex system because it looks cool and cutting edge even if the real world benefits are limited. The human mind sees something complex and therefore it must be better. When in reality, we don’t need 18 pivots or multiple chains to make a modern shock go up and down and deliver great performance. Complex suspension designs creak, break, add flex, friction and weight all while looking ridiculous to a common engineer.
Geometry is the difference between a bike that feels like crap and the best bike you’ve ridden. The difference between a bike from 1994 versus a bike today is geometry. For sure, shocks and brakes have come a long way. But you can put modern shocks and brakes on a bike from the mid-90s and it will still feel sketchy, and that’s because they use antiquated geometry. The geometry of a bike is the blueprint, and our blueprint optimizes a mixed-wheel platform. It’s what separates this bike from everything else on the market. Similar to Dirt Bikes, the geometry will never change. It’s unique and makes this bike feel balanced versus a bike that feels disconnected. Companies market flip chips so you can adjust head angles by 0.5 degrees, but this minor adjustment will not optimize the geometry. It may get the bike closer to its modern symmetrical wheeled counterpart, but that’s not the correct formula needed in order to optimize a mixed-wheel platform. More importantly, flip chips don’t change the chain stay length or head tube length which are two important crucibles for a mixed-wheel bike to climb while feeling natural and stable on descents.
So how did we figure out the geometry? It took years of testing 18 prototypes with vastly different geometry and we went with the fastest bike according to our STRAVA times. We then partook in “sanity checks” and rode what mainstream media considered to be the best bikes on the market to compare. Not one of them came close to the times laid down by our fastest prototype and two of them broke after a single ride on our punishing test trails in central Colorado.
We then fine tuned the lines giving this bike a one of a kind aesthetic appearance while making it capable to run a 3.0” tire width and a 38T chainring. Then Miles spent a year in southern Arizona tuning the suspension with multiple shock manufactures so they’d perform optimally on our single pivot design. Three shocks worked flawlessly with endless range; FOX Float X, Ohlins TTX1 and the Manitou Mara Pro. As years have gone by, coil shocks have improved. We now offer the Peacemaker with a tuned FOX DHX2 and a CC progressive spring along with the Cane Creek Tigon Coil shock.
These final days before production were both exciting and surreal. The bike that we wanted for ourselves was alive. It was the most capable thing we’ve ever ridden from riding mountain bikes since 1994. Once we were ready to release the bikes, the UCI changed their rules to allow racers to run mixed wheels. At this moment we knew bike companies would start offering mixed wheels bikes because it was a new style of bike they could market to the consumer.
What we didn’t anticipate is mainstream media using and marketing our trademarked name to identity all mixed wheel bikes. Rather than sue every swinging dick that used our trademark, we rode our bikes and reevaluated why we made them in the first place. For us.
If you want something that looks and feels like the generic bikes out there, then this isn’t the bike for you. If you want killer marketing, paid 5 star reviews and consistent social media posts, then this isn’t the bike for you. If you want a similar looking bike as all your friends to you can be apart of the cool man group, then this isn’t the bike for you. However, if you want a bike that can last forever, be ridden anywhere and never feel “under-biked” then this is the bike for you. If you want a bike that stays composed on blown out trails like a Trophy Truck, then this is the bike for you. If you want a bike that can ride Double Blacks at your favorite bike park or climb 2,500 of elevation without feeling like your lungs and knees will explode, then this is the bike for you.
Make no mistake, if we wanted to sell a bunch of bikes, we’d run the same linkage design that’s on 90% of bikes, we’d make our bikes out of Carbon Fiber, we’d offer internal cable routing, we’d give it long/low/slack geometry, we’d slap a budget build kit on it, we’d pay reviewers for glorious write-ups and we’d have the same business model that big box brands follow. That is, we’d come out with a new bike every year and somehow convince you that we didn’t figure it out last year but this year we definitely did. We’ll somehow convince you to trust us that we got it right this time and the media groups we pay will back up our statements. Then in another 12 months we’ll make some minor changes and somehow feed you the same story, except this time we REALLY figured it out and the bike you purchased last year is outdated. It’d be a lot easier and more profitable going that route instead of designing and testing 18 prototypes from the ground up. But we made this bike for us, not to sell thousands, not to make us rich, not to make friends with industry influencers, not to get high fives from strangers, not to sponsor World Cup riders and not so we had an average performing bike to slap our logo on. We wanted the best for us and wouldn’t quit making prototypes until it was the best for us. It’s that championship mentality that drove us to make this bike. All we can do is offer it to you.
Note: 30% Restocking Fee applied to returned Deposits
Full Suspension: 150mm
Dedicated Geometry: DBG™ (27.5″R / 29″F)
Optimized Single Pivot: DSSP™
Rear Tire Maximum: 27.5″ x 3.0″
Chainring Maximum: 38T
Four years from its inception, we’re proud to release the long-awaited Mullet Peacemaker. The path to developing this bike was anything but
traditional, beginning with deceit, drama, and a level of effort that could only be overcome by the deep passion & belief we have for this bike. In
the end, if we had to do it all over again… you bet your ass we would.
Built for any type of riding, the Mullet Peacemaker boasts 6-inches of continuous travel front & rear from our patented DSSPTM suspension
design and tracks like a squirrel on a pine tree thanks to our mixed-Wheel specific geometry we call DBGT. The Peacemaker’s development is
something special as it was our first project and led us to discover a new take on both geometry and suspension design. Built to do everything
well without compromise in a bomb-proof package took years and was no easy feat. We built built this quiver killer for us and now we’re making it
available to you.
All the extra goodies
Even the smallest details are important but going overboard is what makes something special. From our over-engineered tube design and
exclusive paint colors to the drool-worthy head badges casted in precious metals like bronze & sterling silver by jewelry makers in NYC, we want
our customers to be as proud of their bike as we are.
Build Notes:
Wheels: 27.5″ Rear / 29″ Front
Fork: 150mm or 160mm @ 42-44mm Offset
Shock: Custom Tuned 230×65
Seat Tube: 31.6mm Stealth Routing
Seat Collar: 34.9mm
BB: 73mm English Threaded
Crank: Boost Spacing
Chain Guide Standard: ISCG-05
Head Set: ZS 44 Top ZS 56 Bottom
Rear Spacing: 12mm thru x 148mm Boost
Frame Weight: 6.8 lbs (RawDog Small)
Colors: Bass Boat Black, Pisgah Green, Icycle Blue, Holeshot Silver, Vintage White,
RawDog
All frames designed around 50mm stem
Rear Axle is included w/ Frame
Small | Medium | Large | |
ETT | 23.5” / 597mm | 24.5” / 622mm | 25.5” / 648mm |
Reach | 432mm | 457mm | 480mm |
Head Tube | 3.75” / 95mm | 4.1” / 105mm | 4.6” / 117mm |
Seat Tube | 15.2” / 386mm | 15.7” / 400mm | 16.7” / 425mm |
StandOver | 26.25”/ 666.75mm | 27.25”/ 692.15mm | 28.25” / 717.55m |