The Cube AMS is a lightweight full-suspension mountain bike for riders who want to minimize energy loss on climbs and benefit from a controlled suspension system on descents. The current model series covers two areas of use: The AMS ZERO99 is aimed at cross-country racing, fast marathons, and athletic training. The AMS ONE11 combines this efficient character with more travel and trail-oriented components.

As a result, the AMS series has evolved from a classic race full-suspension bike into a model family that also covers the down-country segment. Both variants feature 29-inch wheels and a lightweight C:68X carbon frame. However, differences in travel, tires, cockpit, and geometry significantly alter how the bikes feel on the trail. The ZERO99 reacts more directly and accelerates more easily. The ONE11 offers more stability over roots, rocks, and steeper descents.

The most important decision concerns the intended use. Anyone who counts seconds, frequently accelerates uphill, and rides a large portion of their tours on fast cross-country tracks will find the AMS ZERO99 the more suitable bike. Anyone who incorporates technical trails into their laps and is looking for more safety margins on descents should check out the AMS ONE11.

The AMS ZERO99 features 100 mm of rear travel, which it combines with a 110 mm suspension fork. This setup is well-suited to modern cross-country courses, where short jumps, rock gardens, and steep descents have long been part of the standard profile. The travel remains minimal enough to ensure the bike generates little movement during sprints or when climbing out of the saddle. At the same time, the suspension relieves the rider during long races and keeps the rear wheel in better contact with the ground on uneven terrain.

With the AMS ONE11, 110 mm of travel is available at the rear and 120 mm at the fork. That sounds like a small difference, but it has a noticeable effect on the trail. The suspension can absorb impacts for longer before it sits deep in its travel.

Wider tires increase traction and dampen small bumps. A wider cockpit improves control, while a shorter stem makes steering more direct on tight trail sections.

The geometry also appeals to different types of riders. With the ZERO99, the focus is on precise handling and an efficient riding position. The ONE11 can be tuned more towards stability. Current models feature headset cups for adjusting the head tube angle. A slacker setting provides more composure on descents. The steeper position makes the bike more maneuverable on twisty trails.

• Choose the AMS ZERO99 if you race cross-country, frequently train against the clock, or are looking for the lightest possible full-suspension bike for long marathon distances.
• Choose the AMS ONE11 if your tours include technical singletrack and you want more traction and control on descents.
• The ZERO99 is a better fit for riders who have mastered active line choice and prefer direct feedback from the terrain.
• The ONE11 makes sense if you want to compensate for minor riding errors with more suspension travel and grippier tires.
• For predominantly wide forest paths and simple race courses, a hardtail can be lighter and require less maintenance.

The designation AMS 100 is found primarily on older model generations. The current AMS ZERO99 occupies a similar position within the Cube range as a lightweight cross-country full-suspension bike. Nevertheless, it should not be seen as a mere name change. Frame shape, geometry, wheel standard, and components depend on the respective model year.

Anyone switching from an older AMS 100 to a current ZERO99 will receive a more modern, finely tuned race bike. Today's frame offers clearance for wider tires, adjustable head tube geometry, and current standards such as a Boost rear hub and Universal Derailleur Hanger. With 100 mm of travel at the rear, it remains firmly rooted in the cross-country segment. The 110 mm fork provides additional reserves at the front.

The number 68 is derived from a high fiber content of 68 percent and a correspondingly reduced resin content. C:68X further develops this material concept. Depending on the frame area, Cube uses different types of fibers and aligns them according to the expected load. As a result, the frame does not need to be built with the same wall thicknesses and additional reinforcements everywhere.

• A high fiber content reduces the amount of comparatively heavy resin in the composite material.
• Load-oriented fiber alignment saves material in areas subject to less stress.
• The Advanced Twin Mold process keeps the carbon layers in the intended position during curing.
• Precisely manufactured transitions reduce the need for additional sleeves and reinforcement elements.
• Different fiber types allow for a targeted adjustment of stiffness and compliance.

Cube states that the current frames for the AMS ZERO99 and AMS ONE11 each weigh approximately 1,600 grams. The complete AMS ZERO99 C:68X SLT 29 weighs around 10.2 kilograms in its standard configuration. The AMS ONE11 C:68X TM 29, with its more robust suspension, wider tires, and trail-oriented components, weighs about 12.4 kilograms. These values may vary depending on size and specifications.

When accelerating, the rider must set the mass of the entire bike in motion. Less weight is therefore noticeable when sprinting out of tight corners and during changes in pace. Lightweight wheels and tires have an additional impact because their rotating mass must be repeatedly accelerated.

On climbs, a low system weight reduces the work that rider and bike must perform against gravity. This advantage adds up in long races with significant elevation gain. However, a light frame alone does not make a bike fast. Riding position, tire rolling resistance, suspension setup, and physical performance also influence the result.

C:62 Carbon also uses a precise monocoque manufacturing process and is designed for lightweight, resilient frames. C:68X allows Cube to achieve an even more targeted selection of materials and fiber orientation. A universal percentage of weight savings cannot be derived from this. The actual frame weight depends on geometry, suspension travel, bearings, and safety margins.

In practice, what counts is the complete bike. A C:68X frame can lose some of its weight advantage due to heavy wheels or robust tires. Conversely, a sensibly equipped C:62 bike can be lighter than a C:68X model with more massive trail components. Therefore, always compare the specified complete weight in the appropriate frame size.

1. Check the tire pressure and place the bike on a level surface. Open the compression damping and deactivate the lockout on the fork and shock.
2. Put on your full riding gear. Also take along your water bottle, tools, and backpack if you usually carry these items on tours or in races.
3. Set the initial pressure recommended by the component manufacturer using a shock pump. Then, slowly cycle the fork and shock through part of their travel several times so that the positive and negative air chambers can equalize.
4. Slide the O-ring on the fork down to the dust seal. On the shock, place the ring against the air canister seal.
5. Carefully mount the bike and assume your normal riding position. A second person can hold the bike for you. Avoid bouncing, as this will distort the measurement.
6. Dismount slowly and measure the distance between the seal and the O-ring. Compare the value with the usable travel of the respective component.
7. Increase the air pressure if the sag is too large. Reduce it if the suspension barely compresses. Repeat the process until the target range is reached.

For a suspension fork, a common starting range is often between 15 and 20 percent. For a shock, approximately 20 to 30 percent is suitable, depending on the model, manufacturer specifications, and intended use. The specific manual for the installed Fox or RockShox component takes precedence. Measure the SAG at the fork's stroke or the shock's piston stroke, not at the rear wheel travel.

The ZERO99 can handle a firmer setup for racing, as long as the rear wheel does not lose traction on roots and loose ground. For the ONE11, the suspension can be more sensitive. However, too much SAG causes the bike to sit deep in its travel. This alters the geometry and can cause the suspension to bottom out too early on harder impacts.

Rebound damping determines how quickly the suspension extends after an impact. If the rebound is too fast, the bike feels unstable. The rear wheel can bounce after an obstacle, and the front end feels nervous in fast corners. In this case, turn the adjuster step by step toward a slower return.

If the rebound is too slow, it prevents the suspension from fully recovering between consecutive impacts. It sinks progressively deeper on rooty sections and feels harsh, even if the correct sag has been set. In this case, open the rebound click by click. Only ever change one or two clicks at a time and ride the same short test track again.

The compression damping influences how much the suspension resists compressing. For the basic setting, it should be open or in the manufacturer's recommended middle position. Use a firm setting sparingly on smooth climbs. Before a descent, the suspension must be able to work freely again.

Note the air pressure, SAG, and number of clicks for the fork and shock. This way, you can return to your known setting after maintenance work. If the correct SAG is achieved but the suspension frequently bottoms out, volume spacers or stronger compression damping may help. Such changes should be appropriate for the specific fork or shock.