Tested: SR Suntour Epicon-X1 LO-RC Fork

Rating:

The Good:

The Bad:

Overall:

Review by Evan Turpen // Photos by Brandon Turman

SR Suntour has been making a steady and consistent push into the high-performance suspension market. More recently they’ve introduced many products with a plethora of advanced adjustments and features similar to what can be found on the other leading suspension manufacturers.

Our test fork, the Epicon-X1 LO-RC, came with external low-speed compression, rebound, lockout, and air pressure adjustments, as well as internal travel adjustments. These are all features that are nice to see, but also expected on an all-mountain/cross-country fork that retails for $599. Additional upgrades to the Epicon-X1 platform are available in the form of an external travel adjust and remote lockout.

The 32mm chassis looks clean, refined, and fit for the task although not as flashy as the others it’s targeted to compete with. The adjustment knobs are simple and easy to turn with defined clicks and smooth operation. With all signs pointing towards a successful product, we installed the fork on our test bike and gave it a go. Read on to see if the fork held its own in this extremely competitive market.

Epicon-X1 LO-RC Highlights

• Available in 26 or 29-inch wheel options
• 32mm stanchions
• 26-inch 150/140/130/120/100mm travel
• 29-inch 120/100mm travel
• External rebound, low-speed compression, lockout, and air pressure adjustments
• Internal travel adjustments
• QSP (Quick Service Product) sealed hydraulic cartridge damper
• Progressive air spring system
• Magnesium lowers
• Forged hollow alloy crown
• Alloy steerer (tapered 1.5 to 1-1/8-inch or straight 1-1/8-inch)
• Integrated brake cable guide
• 15mm Q-LOC axle or 9mm QR
• Disc post mount for 160mm rotors
• 1,785g / 3.9-pounds (26-inch 150/140mm option, full-length tapered steerer with 15mm axle)
• Available in black or white
• MSRP $599

Setup

Installing our Epicon-X1 fork was a mostly simple affair. We measured and cut the steerer tube, installed the star-nut and crown race, bolted up the fork, mounted the brake and routed the hose through the guide. The 15mm Q-LOC axle threw us a curve ball though in our otherwise simple setup. It can be a little bit tricky at first to install and remove (at least until you get the hang of it). The axle has a unique expanding wedge design that has to be seen to be explained. It also requires a smooth continuous bore on your hub axle. Hubs with lips or ridges inside where the 15mm axle slides through cannot be used, at least with this version of the Q-LOC system. The quick-release style lever must be in the flipped open position and most of the tension adjustment backed off to install. Once the axle is slid through the fork and hub, the expansion wedges pop into place and you simply adjust tension in a similar manner to a 9mm quick release. Proper adjustment of the tension can be achieved in a fraction of the time of a QR which is nice. Once everything was successfully installed, we simply set the air pressure, rebound, and low-speed compression to our tastes and were pleasantly surprised by the ease of adjustments.

On The Trail

The Epicon-X1 fork has a smooth feeling right out of the box without any real break-in period to achieve this. The air spring has a fairly sensitive feeling off the top of the stroke, better support in the mid-stroke than most of its competitors, but potentially a little bit too much ramp for most people towards the end of the stroke. When you achieve the proper feel with air pressure for the mid to top of the fork’s travel, it becomes hard to use full travel due to the air spring’s progressive nature.

Stiffness of the chassis is actually quite good for a 32mm fork with no complaints here. The fork also functioned for the entirety of our test with no creaks developing in the crowns (a problem that plagues many 32mm forks).

The adjustment range of the QSP hydraulic cartridge is very noticeable and effective. The lockout is very firm and the lever moves very smoothly from open to locked. The rebound range is good as well. We were able to easily find a setting that we were comfortable with. Sometimes we find ourselves being between adjustment “clicks” on other brands forks, but not with the Suntour. The low-speed compression also worked very well with an excellent adjustment range that made it easy to find our setting.

The Epicon-X1 absorbs hits with the best of the best 32mm forks. We never experienced any harshness or “spiking” even when set to a firmer compression setting. We did, however, notice a bit of noise coming from the rebound circuit, especially when getting airborne and the fork extended from deep in the travel to full extension. Despite the noise, the rebound characteristics were very desirable with the fork recovering from successive hits well, yet remaining stable on the bigger hits, g-outs, and landings.

Things That Could Be Improved

Travel Adjust: The internal travel adjustment requires a drift punch and a careful hand to reset the travel through repositioning the negative spring assembly. Snap on spacers to reduce or extend the travel would allow for a faster change and stick with the “Quick Service Product” theme.

Axle: Our 15mm Q-LOC axle became nearly impossible to remove at one point because the expanding wedge system would hang up on the lip of the hub. I feel that Suntour needs to go back to the drawing board with their design in order to compete with the big guns. It needs to be mistake-proof and not require special smooth bore hubs.

Seals: Throughout our test our seals continually wept grease/oil in small amounts. The seal design seemed strange in that the seals lip angled down and in where it contacted the stanchion tube. Although smooth, these seals seemed to allow too much oil to escape and potentially didn’t do as good a job as they could keeping dust out.

Air Spring: A little less progressivity while maintaining the same mid-stroke support would be nice to see. It would allow for more usable travel and an even more consistent feel.

Long Term Durability

We've been riding the Epicon-X1 fork for nearly four months, but more time is needed to really have a definitive answer regarding long term durability. Up until this point the fork hasn't shown any structural concerns, but the seal design seems like it could lead to issues down the road. To keep the fork in top shape, the service intervals of the lower leg’s lubrication likely need to be more often than normal to prevent premature wear on the fork bushings and stanchions. Luckily the fork is quick and easy to pull apart making periodic maintenance less of a hassle.

What's The Bottom Line?

The SR Suntour Epicon-X1 fork is so close to being great, but a few key issues leave room for big improvement. With an upgraded axle and seals it would be an excellent choice for the money. It's sufficiently stiff, supple, predictable, offers good support, and the adjustments work well, leaving no real complaints about the damper or chassis. With just a little more refinement on the development side we'd be able to give it the higher star rating it deserves. While it may not be flashy looking, Suntour is definitely making a push in the right direction.

For more info, visit www.srsuntour-cycling.com.

About The Reviewer

Evan Turpen has been racing mountain bikes for over 12 years. He raced downhill as a pro for the last 8 years with his career highlight being selected to represent the U.S. in the 2006 World Championships. More recently he can be found competing in enduro races and having a blast with it. His first ever enduro event being the 2012 Trans-Provence 7-day adventure race through France. He is an aggressive yet smooth rider who loves to flick the bike around to put it on the fastest line or to smooth out the rough sections. Fast flowy trails and long technical descents (Garbanzo style) are his favorite. Whistler and Santa Cruz are his two most favorite places to ride, but he can have fun wherever he goes. With an extensive knowledge of the mountain bike industry and its technologies, Evan is able to take all things in to perspective during a review. He has helped design, develop, and test products for multiple major mountain bike companies and has an attention to detail well above most. When he's not out ripping around on a bike he helps run the recently introduced California Enduro Series and is also in charge of the bike park at China Peak Mountain Resort.

Tested: MRP G3 Chainguide - Easy Chain Management

Rating:

The Good:

The Bad:

Overall:

Reviewed by Evan Turpen // Photos by Brandon Turman

The technology and design of chainguides has come a long way over the last decade. With so many similar looking designs out there, how did MRP manage to come out with a new and unique guide with features unlike the rest? Read on to find out…

G3 Chainguide Highlights

• Available in "Mini" 32-36 tooth and "Mega" 36-40 tooth sizing
• Alloy or carbon backplate options
• One-piece integrated bash guard and lower guide
• Glass-filled nylon used for upper and lower guides, which is more resistant to deterioration from chain lubes
• Swingset, G-Slide, and Quietring features
• ISCG, ISCG-05, and BB mounting options (BB mount not available for carbon models)
• Compatible with 8-11 speed drivetrains
• Available in black or white
• Weight: 167grams (Mini ISCG-05 model with alloy backplate)
• MSRP $150

The G3 guide is the next evolution of the popular G2 chainguide from MRP. With unique features such as "Swingset," "G-Slide," and "Quietring," it might sound like a bunch of marketing mumbo-jumbo, but each feature has a real benefit.

"Swingset" refers to the ability to easily swing the entire lower bash guard and roller out of the way as well as the upper guide with the removal of a single 4mm bolt each. This makes installation and maintenance on your cranks, chainguide, and bottom bracket very simple.

"G-Slide" refers to MRP’s included optional slider block that allows the user the option of a sealed bearing lower pulley or sliding lower guide. This is something that is becoming increasingly more popular in guides due to its distinct advantages and it’s nice to see MRP include it as an option.

Lastly, they’ve included a "Quietring" bumper on the upper guide's tail to help keep chain noise to a minimum when the going gets rough. A very simple yet nice touch.

Installation

Installing our G3 "Mini" guide was simple and pain free. We bolted up the ISCG-05 guide before installing the cranks or chain with the top guide removed. Next we utilized the lower Swingset feature to install the cranks and properly spaced our guide with the provided spacers. At this point the upper guide simply slid on and was installed from the top. We then utilized a quick-link and routed our chain through the guide. If you don't have a quick-link or want to break your chain, that's fine - the upper and lower swingset features make installation a breeze. Once everything was installed we adjusted the angle of the guide via the 4mm ISCG mounting bolts, snugged everything up and we were ready to go!

On The Trail

We choose to start the test with the more traditional sealed bearing lower pulley installed. This allows for a very quiet and smooth movement of the chain in all gears forwards and backwards.

Once on the trail you simply can’t help but NOT notice the guide. Throughout our test there was never a dropped chain or anything to draw attention to our guide. It is very quiet. The redesigned lower bash did its job of protecting our chainring and we have the dings and scratches on the bash to prove it. Combined with our clutch derailleur and upper guide's bumper, the drivetrain worked smoothly and quietly no matter how rough the trail got.

When conditions turned south and the trails got muddy, we installed the slider block in place of our lower pulley and were pleasantly surprised to find quiet and smooth operation in all gears. There was however a very slight amount more chain noise while pedaling compared to the pulley (although lubing our chain helped to minimize this). With the G-Slide installed, the guide never clogged with mud or ceased to operate smoothly. It's a nice option for when the going gets messy.

Things That Could Be Improved

When installing the slider block we found out that the piece that the lower bolt threads into was not captive like on the upper guide. Making this piece captive would ensure that it couldn’t be lost and would simplify installing the pulley or slider.

Long Term Durability

After about 3.5 months of use, dozens of days on the downhill bike, and a few solid rock strikes, the guide is only showing one area of concern - a crack on the inside of the guide near the lower pulley.

Given the location of the crack on the upper side of the lower guide, how it occurred is a bit of a mystery to us and one we've been scratching our collective heads about. It's not in an area where rock strikes are common, but there's a small chance that a stray rock flung by the tire inflicted some unexpected damaged. The crack formed after exchanging the lower pulley for the G-Slide a few times, so there's a chance that the nylon was weakened as a result of the swaps. Whatever the cause, it certainly seems like one of those one-in-a-million things. We've continued to use the guide since the crack first formed with no noticeable performance loss.

Additionally, as a word of caution, take care when torquing the bolts. MRP's bolt heads are notorious for stripping if you get overzealous. Our's didn't strip, but we've seen others that have.

What's The Bottom Line?

The MRP G3 is an excellent, functional, user-friendly chainguide that is easy to install and does its job extremely well at a very competitive weight. It is a set and forget item that you truly might forget about, and that's a good thing. It's also a guide that can be at home on any style of bike whether it be downhill, trail, slalom, or freeride. The G3 offers a level of refinement that really benefits the end user and we like that.

Functionally, the G3 has been dependable from day one and deserves an "Excellent" 4-star rating, but the random crack forced us to dock it slightly to a "Very Good" 3.5 star rating.

For more info or to check out MRP's other chain management solutions, visit www.mrpbike.com.

About The Reviewer

Evan Turpen has been racing mountain bikes for over 12 years. He raced downhill as a pro for the last 8 years with his career highlight being selected to represent the U.S. in the 2006 World Championships. More recently he can be found competing in enduro races and having a blast with it. His first ever enduro event being the 2012 Trans-Provence 7-day adventure race through France. He is an aggressive yet smooth rider who loves to flick the bike around to put it on the fastest line or to smooth out the rough sections. Fast flowy trails and long technical descents (Garbanzo style) are his favorite. Whistler and Santa Cruz are his two most favorite places to ride, but he can have fun wherever he goes. With an extensive knowledge of the mountain bike industry and its technologies, Evan is able to take all things in to perspective during a review. He has helped design, develop, and test products for multiple major mountain bike companies and has an attention to detail well above most. When he's not out ripping around on a bike he helps run the recently introduced California Enduro Series and is also in charge of the bike park at China Peak Mountain Resort.

Tested: 2013 Banshee Spitfire V2 - Get Aggressive

Rating:

The Good:

The Bad:

Overall:

Reviewed by Evan Turpen // Photos by Brandon Turman

For the longest time Banshee Bikes were well off my radar. In 2007 I was a professional downhill racer and at the time their products represented heavy, overbuilt, and technologically lacking machines built for the “huckers” amongst us.

That all changed in 2008, though, when they introduced the Legend MK1 downhill race bike and their unique approach to new product development. They released 50 frames to a select group of riders, racers, and engineers who all provided feedback that eventually went into the production frames. Banshee then went on to release many other beautiful and well crafted bikes such as the Rune and Spitfire. These bikes spoke to the high performance crowd. Fairly light frames, stiff back ends, good suspension performance, clean lines, and geometry numbers that aggressive riders could really appreciate. During that period, at least.

Fast forward to 2013 and Banshee has released a new version of their Spitfire, once again taking big steps in the right direction.

Everything about the Spitfire V2 is different while still maintaining the “downhiller’s XC bike” soul of the original Spitfire. The rear shock is larger, the travel has been increased from 5-inches to 5.5-inches (140mm), the reach has been lengthened, the geometry now has three adjustable positions at the dropouts instead of two at the shock, it now utilizes the ultra-supple KS-link suspension instead of the previous VF4B design (hello bearings, good riddance bushings!), and you now have the option of running 26-inch or 27.5-inch wheels with their interchangeable dropouts.

My Spitfire V2 test bike came with 26-inch wheels since that was what I was used to and requested. When selecting the frame size, at 5-foot 10-inches tall I was torn between the Medium and the Large. The Medium had a reach of 427mm and the large jumped up 25mm in length to 452mm. My current ride’s reach was near the middle of these two at 442mm. Since I didn’t want to go shorter, I went longer and choose the large black anodized frame combined with a short 35mm stem.

Spitfire V2 Frame Highlights

• Hydroformed 7005 T6 aluminum frame
• 26-inch or 27.5-inch (650b) wheels
• 140mm (5.5-inches) travel
• 7.875x2.25-inch rear shock
• Tapered Headtube (44/56mm)
• Adjustable 66 to 67-degree head angle
• Adjustable 73.5 to 74.5-degree seat tube angle
• Adjustable 13 to 13.5-inch bottom bracket height
• Adjustable 17 to 16.8-inch chainstays
• 73x118mm ISIS bottom bracket withISCG05 chainguide mounts
• 142x12mm (26-inch and 27.5-inch), 135mm QR (26-inch), or 150x12mm (26-inch) dropouts
• Full length seat tube
• Plenty of tire clearance for a 26x2.5-inch rear tire
• Adjustable seatpost cable guides along top tube and 30.9mm size allows for all known models
• Low direct-mount front derailleur capable of running multiple setups from a chainguide to a dual ring with bash guard
• Ina bearing pivots for strength and long service life
• 2 year warranty and lifetime crash replacement
• Weight: 7.5-pounds (Medium frame with Fox Float CTD)
• MSRP $1,999 with Fox Float CTD shock

On The Trail

After setting up the suspension to my taste (roughly 25% rear sag versus the 28% recommended) and getting out onto the trails, the first thing I noticed is that the Spitfire is a very efficient pedaler that never required the use of the FOX Float CTD lever. I simply left it in the softest “Descend” setting and never had the urge to touch it again. My bike came equipped with a 2x10 crankset with a 26/38 gearing. In the big ring the bike pedaled with minimal suspension movement under power yet still absorbed bumps well. On super steep climbs when shifted into the 26 tooth granny ring the bike pedaled even more firmly and seemed to stand up in its travel slightly due to the increased anti-squat as a result of the suspension design. This helped the rear tire bite into the ground and find traction, as well as maintain a more forward weight bias up steep climbs. The harder the effort, the better the bike pedaled.

Once you get the Spitfire pointed downhill you really begin to see what this bike was designed for. The Banshee loves to go fast! In the lowest geometry setting, with a bottom bracket height of just 13-inches, a slack 66 degree head angle, and a longer than normal wheelbase, this bike begs you to open it up. The KS-Link suspension really is one of the smoothest feeling back-ends of any bike. It's also very stiff laterally, especially when compared to the previous design. The suspension works incredibly well on small to medium sized hits, carrying speed with the best of the best 26-inch wheeled bikes.

Braking characteristics are very neutral in that the rider’s position does not need to be changed drastically while braking. This leads to a very nice predictable transition from braking to cornering since you can remain neutral or even more toward the front than normal on the bike.

Cornering on this bike requires an aggressive, more forwards riding style with the slack angles and low bottom bracket. Once you learn this, the Spitfire drifts predictably and seems to corner best once the trails get fast. Tight switchbacks are not its strong suit, but a welcome compromise once you experience its high-speed prowess.

The Spitfire also inspires the confidence of a bike with at least 10mm more travel. So much so that you might find yourself regularly pinning it into sections best ridden on a 160mm+ travel machine. The 140mm of rear wheel travel can get slightly overwhelmed when encountering super rough sections, but you’ll make it through unscathed most every time thanks to the aggressive geometry and excellent handling. The suspension's progressive leverage curve helps as well.

Finally, when the Banshee takes to the air, it does so predictably. Big jumps and landings are no problem on the Spitfire. Actually…the bigger the better! It’s the small hops and jumps that require a little more effort compared to some of the other bikes in this travel range. This is most likely caused by the Spitfire’s glued to the ground suspension feel.

Things That Could Be Improved

Throughout my test only a few negatives popped up. The lack of a water bottle cage mount was one. The under the downtube cable routing for the front derailleur was another. All the other cables were routed beautifully out of harms way except for this one.

Also, the 13-inch bottom bracket height was a bit low for my tastes in the lowest of settings. The longer I rode the bike the more I noticed how conscious I needed to be of my pedal timing to avoid pedal strikes. Before you scold me and say to just raise the bottom bracket via the geometry adjustment, I want to remind you that it also affects the head angle. I like the head angle of the low setting, but prefer the middle to high bottom bracket height. After reviewing the geometry charts, the 650b wheels would accomplish just this and could potentially satisfy my geometry craving, but with a change to wheel size. The addition of an adjustable headset cup could also allow for the change. Either way, I spent the last half of the review riding the Spitfire in the middle geometry setting to accomplish a slightly higher (13.2-inch) bottom bracket with still a fairly slack 66.5-degree head angle. The bike still rode great.

Lastly, the increased anti-squat when pedaling in the small 26-tooth ring created a noticeable amount of pedal feedback when the suspension encountered a sizable bump. I also noticed that if the climb began to mellow out and you remained in the small ring, there could (at times) be a very strange feeling at the pedals. This was most likely caused by the suspension extending and compressing with each pedal stroke instead of remaining loaded like it did on a steep climb. In my eyes, all of this can be avoided though by selecting a 32 to 36 tooth 1x10 or 1x11 setup. If you choose this route the Banshee comes with ISCG05 chain guide mounts making it easy to bolt up your favorite chain guide.

What's The Bottom Line?

Overall the Banshee Spitfire V2 is an excellent 140mm travel trail bike well suited to aggressive riders. It’s not that a casual rider couldn’t appreciate this bike, it’s just that to really appreciate this bike you have to be someone who loves to push the limits. The faster you ride this bike, the better it rides.

With all the adjustable geometry and wheel sizes available, the Spitfire is a perfect bike for those wanting to dial-in and find their setup without jumping from bike to bike. The flexibility is nice to see and the frame’s construction and design show no signs of premature wear. The V2 evolution is an improvement in every way to the original Spitfire design, and I can see this being an excellent trail bike for many years to come.

For more info on the Banshee lineup, visit www.bansheebikes.com.

Bonus Gallery: 19 photos of the 2013 Banshee Spitfire V2 in action and up close

About The Reviewer

Evan Turpen has been racing mountain bikes for over 12 years. He raced downhill as a pro for the last 8 years with his career highlight being selected to represent the U.S. in the 2006 World Championships. More recently he can be found competing in enduro races and having a blast with it. His first ever enduro event being the 2012 Trans-Provence 7-day adventure race through France. He is an aggressive yet smooth rider who loves to flick the bike around to put it on the fastest line or to smooth out the rough sections. Fast flowy trails and long technical descents (Garbanzo style) are his favorite. Whistler and Santa Cruz are his two most favorite places to ride, but he can have fun wherever he goes. With an extensive knowledge of the mountain bike industry and its technologies, Evan is able to take all things in to perspective during a review. He has helped design, develop, and test products for multiple major mountain bike companies and has an attention to detail well above most. When he's not out ripping around on a bike he helps run the recently introduced California Enduro Series and is also in charge of the bike park at China Peak Mountain Resort.

First Ride: Santa Cruz Bronson Carbon

Rating:

The Good:

The Bad:

Overall:

Reviewed by Evan Turpen // Photos by Gary Perkin

When I first heard about the Santa Cruz Bronson I was skeptical. I got the impression that Santa Cruz just slapped 650B (~27.5-inch) wheels on to a Blur TRc-esque frame and tweaked the geometry and suspension slightly to get more travel and fit the new wheels. After riding the bike and hearing the development process, however, I am happy to report that my skepticism was unfounded. The Bronson is an entirely new bike from the ground up and I have to say that Santa Cruz has done a great job.

Santa Cruz Bronson Setup

I was invited to Santa Cruz new headquarters to throw a leg over the new bike. Upon arrival, I was greeted by Will Ockelton (Santa Cruz Marketing Manager) and Santa Cruz’s dynamic-demo-duo of Ariel and Abby. Since I was the first to arrive, there was adequate time to select and properly set up a Bronson for myself.

Abby walking me through the details of the Bronson.

At 5-feet 10-inches tall I can ride a medium or a large according to the Santa Cruz sizing chart. I decided upon a size large, “Tennis Yellow” Bronson set up with a shorter-than-stock 50mm stem, as I prefer longer, more stable bikes combined with shorter stems. We set sag to right around 25-percent at the rear shock and then added fork pressure to balance the bike, front to back. I set the rebound and compression to my personal preferences and was ready to go. Once the rest of the journalists and riders were set up on their bikes, the group headed out for a ride, pedaling right out the door of the new headquarters in sunny Santa Cruz, California.

Our Santa Cruz Bronson component highlights as tested with the Santa Cruz XX1 am 27 ENVE Build Kit:

• Fox Float CTD Boost Valve with Trail Adjust and Kashima rear shock
• Float 150 FIT CTD Trail Adjust fork
• SRAM XX1 Drivetrain with 34t chainring
• ethirteen XCX chainguide
• Shimano XTR brakes w/ 180mm front 160mm rear Ice Tech rotors
  
• Easton Carbon Haven handlebar, 711mm width
  
• Rock Shox Reverb seatpost
  
• ENVE Composites AM rims laced to DT 240S hubs with DT 14/15 spokes, alloy nipples
  
• Maxxis High Roller 2 2.3-inch Tubeless Ready EXO tires
• Claimed tested weight: 26.21-pounds
  
• Price as tested, $10,624 (Bronson full bike prices start at $4,150)
• You can personalize your Santa Cruz Bronson with the Bike Builder on the Santa Cruz website.
  

Setup Notes

The stock Fox Float 150 fork can be raised to 160mm travel by changing the "Shuttle Bumper" in the air spring internally. You don't have to buy another fork which is nice. Also, the Fox Float CTD rear shock tune is specific to the Bronson. They use a 7.875 x 2.25-inch stroke with a light rebound tune, medium velocity tune, 200 PSI in the Boost Valve, and a 0.6 cubic inch air volume reducer in the LV (Large Volume) air sleeve. This tune is used across the board on all the different size Bronson frames and allows for a very easy suspension setup. The rule is just body weight minus 10-pounds in air pressure in the rear shock. I'm 170lbs and the recommended 160psi was spot on for me (a rarity for their setup charts). If you are a rider over 240lbs this rule changes, so check with Santa Cruz and Fox about set up configurations.

Climbing and Pedaling the Bronson

The initial climb up to the trail network was first a paved road and bike path followed by singletrack of varying steepness and technical difficulty. On the road with the Fox Float CTD rear shock set to the softest “Descend” position, a very slight amount of movement (2-3mm) at the shock was detectable while pedaling. This movement was easily cancelled out by flipping the CTD lever to “Climb” mode.

Once the pavement turned to dirt and roots and rocks replaced the paved bike path, I set the shock to the softest “Descend” position to see how well the bike climbed. Relying solely on VPP’s anti-squat characteristics and the shock tune, even in the softest CTD setting, the bike pedaled efficiently up anything I encountered. The larger wheels and revised geometry helped maintain traction on the climbs, over roots and rocks and slippery terrain. While pedaling through bumps I was pleasantly surprised by the lack of noticeable pedal feedback.

The Bronson seems to have hit the nail on the head as far as pedaling characteristics. I spent the rest of the ride in the “Descend” position and never once felt the need to touch the lever. The 13.5-inch (measured) bottom bracket height required a slight amount of conscious effort to avoid pedal strikes over roots and rocks, but in no way seemed too low.

When the climbs got especially steep, the 73-degree seat tube angle combined with the 17.3-inch chainstay length helped maintain proper weight bias while pedaling seated. The front end only wandered slightly on steep, seated climbs when the fork encountered a sizable bump. Overall, the Bronson handled steep climbs well whether seated or standing.

Pointing the Bronson Downhill

Once we arrived at the top and dropped in to our first trail of many it became very obvious what the Bronson’s intended purpose is...it's meant to be ridden hard and fast! Cornering traction was impressive on the stock 2.3-inch Maxxis High Roller II tires, despite some rather dry trail conditions. The bike inspires confidence in the corners and rewards riders with an aggressive, more-forward riding style.

Transitioning from corner to corner was very good. The Bronson has no hiccups in its handling while changing lines last minute. It's a very playful yet stable bike. For me, there was no real learning curve with the Bronson and its 27.5-inch wheels. The speeds the bike could handle felt much higher than my comparably-traveled 26-inch wheeled bike, and the harder you push this bike, the better it works, which is a great feeling.

Josh Bryceland and the Santa Cruz Syndicate were on the ride with us. Here's Miami mowing down one of the rocky pieces of trail.

The Bronson is predictably balanced coming off jumps and very controlled upon landing. It likes spending time in the air. Riders who connect the smoothest bits of trail by launching over the rough ones will really enjoy this bike. The balance, front to back, in the suspension is some of the best I’ve felt on a trail bike. I used all 150mm of travel, front and rear, in multiple big-hitting situations (according to the travel indicator o-rings) yet never noticed it bottom-out. The suspension of the Bronson has a very controlled feeling throughout the entire stroke. According to Josh Kissner, Santa Cruz Bicycles Product Manager, this was a big focus in the development of this bike. The leverage ratio, shock tune, and air spring characteristics all work together to achieve balance and predictability in the suspension. It still has that distinct "Santa Cruz feel," only much more refined.

When the trails got steep and rough, the Bronson maintained its composure well. Braking is predictable and doesn’t require the rider to adjust their riding style to compensate. The suspension does a great job of absorbing bumps big and small. Carrying speed through the rough is exceptional for a trail bike too, which is most likely a combination of everything (geometry, suspension design, shock tuning, and wheel size). Frame stiffness is also very good with no noticeable flex.

Bronson Frame Details

Cable routing is well thought out and fully external with the option of a very clean internal stealth dropper post routing. I personally prefer external cable routing for its ease of maintenance and swapping out a cable or hose if one should break. The Bronson also keeps the cables out of harm's way by routing them on the top side of the down tube and underside of the top tube.

Nice touches on the bike are the low-slung top tube, integrated chainstay and down tube protectors, ISCG05 chain guide mount, generous shock clearance for ease of access, clean 142x12mm thru-axle, and mounts for two water bottle cages. Overall the Bronson is a very clean and refined Santa Cruz.

Save any long term durability issues (which aren't common among Santa Cruz frames), I can see it holding up for several years of abuse.

What's The Bottom Line?

Whether you’re racing competitively or just riding and having fun, the Bronson is an excellent bike that inspires you to push the limits. It’s definitely a bike I wouldn’t mind owning because of how much fun it is to ride! It truly is the Santa Cruz bike that was "20 years in the making," and represents decades of refinement and the best advancements in their craft since the company's beginning on Bronson Street.

As for the star rating, I'm going to have to go ahead and give it 5 stars, especially since my personal bike (the Specialized Stumpjumper EVO) just recently got a 5 star rating from the Vital MTB Test Sessions. I, without a doubt, like the Bronson more. It's encouraging to see progress like this from year to year.

For more information on the all-new Bronson, visit www.santacruzbicycles.com.