Enduro bikes have come a long way over the last 10 to 15 years.

Most brands now know what works for the demanding trails we’re all adamant we want to throw ourselves down when it comes to geometry, and travel figures have plateaued, offering close to downhill bike levels of squish at either end.

With an even greater focus on downhill performance, bike weights have crept up, though.

Dependability is, of course, important, so we can understand why.

But what if you were to create an enduro bike with a trail bike weight?

Could it still be reliable? European brands Cube and Last certainly seem to think so.

Framing the question

Before we delve into ride characteristics, it’s important to take a look at the two frames. While they might share some design aspects, they’re otherwise quite different.

Both are made from carbon fibre and decently lightweight.

According to Cube, the Stereo One77 frame weighs 2.3kg, while Last says the 175-size Tarvo weighs only 2.1kg.

Cube has leant on years of experience to craft the One77 from its C:68X carbon fibre, using ‘Advanced Twin Mold’ manufacturing technology, which it says makes for a strong, stiff and lightweight frame.

Last builds its carbon bikes by hand, in Germany, and says it makes only 100 frames per year.

What’s really interesting is the Tarvo can be paired with different rocker links, reducing the travel and turning it into the Cinto, Asco or even downcountry Celos (you can’t convert the Asco or Celos into the Tarvo, though, because the carbon layup isn’t robust enough).

When it comes to wheel size, Cube only offers the One77 with 29in hoops, though the Tarvo is available as a 29er or in its MX build, as seen here, with a smaller 650b rear wheel, thanks to the change in rocker link.

Cables on both frames are routed internally to help maintain the lovely clean lines, but the Cube’s slither down through the headset, which may put some people off.

Similarly, both frames use the SRAM UDH mount, which should make repairs that bit easier if you’re out and about, and in need of a derailleur hanger.

The Tarvo frame comes with some internal storage, which makes carting kit around a little easier if you don’t like riding with a pack.

Flexing muscles

Cube’s suspension approach comes from the tried and trusted four-bar linkage, which drives the Factory-level Fox X2 rear shock to deliver 170mm of rear-wheel travel.

Don’t like the air shock? Well, rather than try to create a one-size-fits-all kinematic, Cube has taken things a step further, adding a flip chip and additional lower shock mount specifically for a coil shock, should you wish to swap.

In its MX guise, the Tarvo also offers up 170mm (it’ll get 160mm with the 29er wheel link in place), although Last has opted to use a flexstay design rather than adding a pivot on the chainstay or seatstay.

In this case, Last says despite all the travel on tap, the seatstay doesn’t need to flex all that much, thanks to its careful choice of pivot points.

Flexstay designs may have been more popular on cross-country bikes in years gone by, but are becoming established in the longer-travel segment, thanks to brands such as Merida.

The Tarvo MX’s kinematics are said to be progressive enough for riders to choose a coil or air-sprung shock, working with either.

Last also alters anti-squat figures across the frame sizes by adjusting pivot-point position.

Stat attack

But what of the all-important geometry? Angles between the two bikes aren’t a million miles off.

I measured the head angle of the Cube at 63.8 degrees (Cube includes angled headset cups, enabling you to tweak this by 0.6 degrees).

The Last is identical and both bikes share the same 345mm bottom bracket height. Effective seat tube angles are fairly steep.

With the saddle set to my preferred height, I measured the Last’s as 77 degrees, while the Cube was a touch steeper at 78 degrees.

As for sizing, things differ between the two bikes, with Cube offering M-XXL frames, while Last’s size range is denoted by rider height and has four options to choose from (165, 175, 185, 195cm).

Reach on the size-175 Tarvo MX I tested was 454mm, while the One77 was 470mm on the size large (the medium – which has a reach of 450mm – wasn’t available).

Both bikes have short seat tubes, measuring in at 415mm and 420mm respectively.

The One77 uses 435mm chainstays across all frame sizes, while the Tarvo’s differ slightly across the range, though not by a whole lot. While the 165 and 175 frames get 432mm stays, they’re 1mm longer on the large then jump to 444mm on the 195 frame.

Stack height on both frames is within a few millimetres (the Tarvo is very slightly taller). Both brands cut their fork steerer tubes quite short, limiting further adjustment to bar height, which is a little frustrating.

Mixing and matching

Cube offers the One77 C:68X in three builds, with the SLX 29 the mid-price option. The build list is impressive, all things considered.

Up front sits a Fox 38 fork with 170mm of travel, paired to the X2 shock at the rear.

Like the shock, the fork is from Fox’s Factory line-up, so gets Kashima-coated stanchions and the vastly adjustable GRIP2 damper.

Taking care of stopping are the Shimano XT four-piston brakes. It’s a Shimano XT affair when it comes to the gearing, too.

While it might not be wireless or even electronic, the XT transmission is a workhorse, with many of the benefits that come with the pricier XTR equivalent – but for less cash.

Other notable mentions include the flash Race Face Next R carbon bar, the Newmen Evolution A.30 wheels and Schwalbe Magic Mary and Big Betty tyre combo.

Both tyres use the Addix Soft rubber compound and Super Trail casing. This particular build, with the large frame, weighs in at 14.92kg.

Last bikes, on the other hand, are anything but off-the-shelf, with myriad upgrade options enabling you to change just about every part of the bike before parting with your cash.

Our rather flashy build got some upgrades from Last, driving the final price skywards a little. Swapping to alloy rather than carbon Newmen wheels would offer a substantial saving, and would bring the two bikes closer in terms of spec.

That said, like the Cube, the Tarvo MX comes with Fox Factory dampers, too. However, to help keep weight in check, Last has gone for the skinnier-legged 36 fork instead, although it still delivers 170mm of travel.

At the rear, a coil-sprung DHX2 shock handles the 170mm of back-end bounce.

Gearing is provided by SRAM’s X0 Eagle AXS Transmission and SRAM also takes care of braking, in the shape of its Code Ultimate Stealth stoppers.

Schwalbe features again here, but this time it’s the newer Tacky Chan tyres.

Last has opted for the sticky Addix Ultra Soft at the front with a Super Trail casing, while at the rear, it’s Addix Soft rubber but a tougher Super Gravity casing.

This bling build tips the scales at a scant 13.55kg, more than 1kg lighter than the Cube and close to 3kg lighter than many of our Enduro Bike of the Year contenders in 2023.

Overall, despite the price discrepancy, the two builds aren’t exactly light years apart. But how do they ride?

Eager to please

Straight from the get-go, the Cube accelerates uphill with relative ease.

There’s little in the way of suspension bob when seated, and the steep seat tube angle perches you up and over the bottom bracket, making it a very comfortable position to sit and spin the cranks.

There’s certainly an air of trail bike to the One77 as you start winding your way up the hill.

Of course, it helps that Cube opted for a faster-rolling front tyre compared to that on the Last, but regardless, the One77 feels sprightlier than its travel figures might suggest when you’re winching up fire roads.

On more technical inclines, the rear end tracks the trail eagerly, keeping the rear tyre in contact with the dirt, maintaining traction and enabling you to put the power down.

The Last is a little less enthusiastic when pointed uphill.

The super-supple coil shock sinks quickly into its stroke and on harder efforts, even when seated, made me reach for the shock’s low-speed compression lever to firm it up and boost efficiency.

This lever is easy to reach and does just as intended.

Thankfully, it’s not a full lockout. That means the rear wheel can still inch its way up and over rocks and roots when needed to, which certainly makes a difference on sketchy, loose climbs.

Like the Cube, the seated position on the Tarvo MX is a comfy place to be.

The low weight of the Tarvo MX comes into play on long days, though, helping to keep the legs that bit fresher when pedalling lap after lap.

Going against gravity

There’s no getting away from just how flickable and fun both of these bikes are. Rip into a flow trail, jump line or trail-centre descent and it’s easy to pick up and place the tyres almost exactly where you want them.

Although the slightly more compact rear end and smaller wheel of the Tarvo MX make it a touch easier to manual, I had no issues chucking the One77 around when I wanted to.

Both bikes are reactive and agile, making them a blast to play around on as you speed down the hill.

Stick a jump in their way and they’ll eagerly be thrown sideways if you’re willing to risk it.

While the Cube has a touch more pop to it, the progressive nature of the Tarvo MX means there’s still support in the rear suspension when you need to load the bike up on a lip and send it.

On tighter, more technical trails, the Last feels impressive in how quick it is to slow down then accelerate back up to speed.

The Tarvo seems happiest when it’s dodging, ducking, dipping, diving and dodging some more.

The Cube and its bigger wheels feel keen to maintain a more consistent pace just about everywhere. This bike feels fast and easy to ride quickly from the get-go.

Slapping through jagged, steep turns, it feels more direct than the Last, with more feedback through the Race Face bar and chassis.

When really pushing, I could feel the Super Trail casing of the Schwalbe rear tyre starting to squirm, so added a little more pressure.

That extra pressure resulted in the rear end giving up grip a little more readily when compared to the Last, which felt more planted through the turns.

It’s not all plain sailing for the Last on these types of trails though. In treacherous conditions, the SRAM Code brakes couldn’t quite match the punch of the Shimano XT stoppers on the Cube.

I’d have happily taken a larger, albeit heavier rear rotor on the Tarvo MX to boost stopping power, given the choice.

On faster trails, there’s no denying how easily the Cube managed to maintain its pace.

The taut frame and well-supported suspension give the One77 a direct feel when pressing and pumping through the trail’s undulations, generating speed without having to turn the pedals.

The Tarvo is certainly no slouch, but the stickier front tyre, suppler rear suspension and smaller back wheel mean you need to work a touch harder to feel you’re matching the One77’s speed.

When things get rough, there’s no taking away from how well-damped the Tarvo MX feels.

Belt into braking bumps or a field of boulders and this thing seems to cut out the chatter and vibration, muting it to a low, inoffensive hum.

This helps keep your hands and arms feeling that bit fresher, despite the firm, skinny grips. This ability to tune out the buzz doesn’t equate to a dull or boring ride, though.

It’s still reactive and responsive in these situations, but manages to isolate the rider nicely from the impacts pounding on the wheels and tyres. Better yet, it’s almost completely silent, too.

Could the skinnier Fox 36’s extra flex play a part here, too? Possibly. At 68kg, I certainly didn’t struggle with steering precision or unwanted flex.

The Cube skips at pace through the bumps, with more cable rattle and feedback apparent when things get raucous.

Heavy, blunt impacts can reverberate more through the One77. This doesn’t upset the bike as such, but it starts to take its toll on your hands on longer runs.

While there’s no shortage of speed, rougher trails can feel harder work on the Cube after a long day in the saddle.