With MTB design evolving, we hit the trails on eight promising-looking bikes that highlight the changes and trends for next year
As we dig out our baselayers, strap our mudguards back in place and search high and low for those waterproof socks we swore we bought last year, bike manufacturers are already thinking about next spring and introducing their 2023 model-year ranges. That means it’s time for us to consider what bikes (or even what type of bikes) could be making waves out on the trails next year. We haven’t needed to get out our crystal ball (and in all likelihood, Jimmer’s misplaced it, anyway!), as we’re not so much attempting to predict the future as to identify where things have evolved and what design traits may become popular.
All eight bikes you’ll be reading about shortly are here for a reason. The Trek Fuel EXe illustrates how e-bikes are developing and where, potentially, the future lies. And yes, we know we said similar about the Specialized Turbo Kenevo SL last year, but you only need to look at the numbers to see that Trek have shifted things up a gear. It’s a similar story with the Hope HB.916, the UK brand’s new high-pivot enduro bike. If they, too, are getting behind this newly-popular suspension design, will we see an even bigger influx of high-pivot bikes next year?
Like the Hope, the Pole Voima is extremely interesting, and not just because of its geometry or design. The Finnish company’s approach to manufacturing is very different to most brands’, and it’s great to see a fresh take on what’s possible when it comes to making bikes. We’ve also included the new Canyon Strive, because of its stretched-out, rather radical geometry, which can be heavily adjusted on the fly. It seems far more complex than the Santa Cruz Nomad that’s also in here, but this heavy-hitter has switched to a mixed-wheel set-up for 2023, making us think we’re going to see more ‘mullets’ knocking about next year than in an ‘80s night club.
We’ve not neglected hardtails, either. Decathlon’s RockRider Race 900 Team Edition is a pricey bike for the French sporting goods megastore, but somewhat of a bargain for punters who are serious about XC racing. Finally, Bird’s Forge is a classic UK hardtail with stable geometry, a customisable parts package and a classy stainless steel finish, which helps it stand out from the pack.
Because these bikes are so different in nature, we haven’t tested them directly against one another. Instead, we’ve reviewed and scored each of them individually – while making sure to ride them back-to-back with their closest competitors. Regardless of what you’re after or what you’re into, there’s something for everyone coming next year, making it a great time to be a mountain biker.
THE TESTERS
ROB WEAVER
TOM MARVIN
LUKE MARSHALL
ALEX EVANS
SARAH BEDFORD
THE BIKES
HOPE HB.916
£6,995
There’s something wonderfully unique about Hope’s new enduro bike. While somewhat of a departure from the previous HB.160, it still uses a carbon fibre mainframe and a mix of carbon and alloy in the rear triangle. Changes include a new high-pivot suspension design and bigger 29in (or mixed-size) wheels.
ROCKRIDER RACE 900 TEAM EDITION
£3,799.99
French sports superstore chain Decathlon have an enviable reputation for quality and value and we’ve been impressed by past budget bikes from them, but it was a surprise when we heard they were getting into World Cup XC racing. Can their team rig compete with the big guns?
TREK FUEL EXE 9.9 XX1 AXS
£13,250
A ‘mid-level assist’ e-MTB, the Fuel EXe promises to deliver a helping hand on the way up but a more traditional trail bike feel when bombing back down. Thanks to the dinky motor from German brand TQ, Trek say geometry isn’t compromised and weight is kept relatively low.
SANTA CRUZ NOMAD C GX AXS RSV COIL
£8,999
The heavily gravity-focused sixth-generation Nomad has been designed to be more versatile than ever. Santa Cruz have ditched the old 650b front wheel in favour of a ‘mullet’ set-up (29in front, 650b rear), and also updated the suspension kinematics and geometry.
CANYON STRIVE CFR
£6,305.98 (shipped)
In its old role as Canyon’s only long-travel 29er, the Strive had to please all kinds of riders. But now the brand have a 150mmtravel Spectral 29 trail bike and a 175mm Torque 29 bike-park rig, they’ve been able to make the latest Strive an unapologetic race bike, with sights set on the top step of any enduro podium.
POLE VOIMA
€9,278.24 (exc. VAT & duties)
Pole’s first power-assisted offering boasts striking looks and an unusual CNC-machined aluminium construction process debuted on the Finnish brand’s Stamina trail/enduro bike. It’s a jaw-dropper that goes against the industry grain in terms of geometry, handling, manufacturing and aesthetics.
BIRD FORGE STAINLESS SLX CUSTOM BUILD
£3,876.60 (inc shipping)
This hardcore hardtail promises to combine the forgiving ‘zing’ that draws riders to ferrous tubing with the rust-resistance of stainless steel, in a ‘slack and long’ shape that may not be as radical as when Swinley-based Bird launched, but still looks good for getting rowdy on the trail.
MONDRAKER RAZE CARBON R
£5,499
Mondraker’s mid-travel trail bike stands out with its svelte looks, but also its MIND telemetry system. Magnetic field sensors on the fork and shock send live data to an app, helping you see how much travel is used where, and giving set-up hints. But how useful is this out in the woods?
HOPE HB.916
£6,995 | Beautifully-crafted high-pivot enduro machine
SPEC
Frame Carbon fibre front triangle, carbon/aluminium alloy rear end, 160mm travel
Fork Öhlins RXF38 m.2, 170mm travel
Shock Öhlins TTX2 Air
Wheels Hope Fortus 30 SC rims on Hope Pro 4 hubs, Maxxis Assegai 3C MaxxTerra EXO 29×2.5in (f) and Maxxis Minion DHR II 3C MaxxTerra EXO+ 29×2.4in (r) tyres
Drivetrain SRAM GX Eagle with Hope Evo cranks (1×12)
Brakes Hope Tech 4 V4, 200mm/180mm rotors
Bar/stem Hope carbon, 800mm/Hope AM, 35mm
Seatpost/saddle OneUp V2 dropper/WTB Volt
Weight 15.32kg, H2 size without pedals
www.hopetechhb.com
Aimed squarely at enduro riding and racing, Hope’s HB.916 is a completely different beast to the HB.160 it replaces, the biggest change being a new high-pivot suspension design. Their goal was to create a well-balanced, efficient bike that’s as comfy on short, sharp UK descents as it is on wide-open, bump-riddled alpine downhills.
THE FRAME
The HB.916 has a carbon fibre front triangle plus carbon sections in the seat- and chainstays, but that’s where the similarities with the HB.160 end. Hope have raised the main pivot to give its 160mm of travel a more rearward axle path, and ditched the Horst Link chainstay pivot for a concentric rear axle pivot. An idler wheel placed in-line with (but just behind) the main pivot helps mitigate pedal kickback, a trait common on high-pivot designs. With 26 per cent progression, the bike will work with a coil or air shock.
It wouldn’t be a Hope frame without CNC-machined parts, so the rocker link, seat- and chainstay bridges (bonded to the carbon stays), and pivot locations are all aluminium. In place of the HB.160’s unusual 130mm rear end, the HB.916 uses 148mm Boost axle spacing, making wheel swaps easier. Also new is the ‘Butty Box’ storage port in the down tube; not as slick as some, but it works.
Four sizes are on offer (H1 to H4). Reach figures are generous (470mm on our H2/medium frame), and the stubby seat tube makes it easy to jump up a size if you want to go longer. A flipchip lets you switch between ‘high’ and ‘low’ settings, or fit a 650b rear wheel– as we did. In ‘low’, with the smaller wheel, we measured the head angle to be a slack 63 degrees, while the seat tube angle was a steep 79 degrees with the saddle in our preferred position.
THE KIT
Hope provide a good chunk of the componentry, including the wheels, bar, cranks, headset, stem and their new Tech 4 V4 brakes, along with a few other bits. Suspension is from Öhlins – a 170mm-travel RXF38 m.2 fork and a TTX2 Air rear shock. Our bike wasn’t quite the same as listed, as it had SRAM GX Eagle gearing instead of the pricier X01. It normally comes with EXO+-casing rear rubber, but our 650b back tyre had a lighter EXO carcass.
THE RIDE
Getting the Öhlins suspension set up takes a little time and trial-anderror to find the sweet spot. In the end, we ran slightly lower pressures than recommended in the main fork air-spring and used the low-speed compression damping to keep the front end propped up. At the rear, we stuck with the advised 30 per cent sag but opened up all the adjusters to add more dynamism. After a day with the stock 29in rear wheel in place, we swapped it out for the 650b option, and preferred the handling through turns (and added bum clearance). The steep seat tube angle is instantly noticeable when winching uphill. Under power, the shock bobs a little but remains relatively stable. There’s a little more noise in the easiest two gears than on a low-pivot bike with no idler wheel, but this didn’t seem to impact on progress. On steeper pitches, the HB.916 dishes out more than enough traction to keep you climbing comfortably.
Pointed downhill, there’s no shortage of composure as speeds pick up. Go too low with the fork and shock pressures, and the HB.916 feels like it’s glued to the trail. Too firm, and it can feel a little numb. But once you find the right operating window for your weight, it comes to life (although the shock is a little overdamped for lighter riders). Clatter over matted roots or through a corner smattered with braking bumps, and it’s impressive how well it scalps and smooths the edges of the hits, remaining nice and calm as you work your way down the trail.
It helps that the tyres deliver predictable grip and the brakes make controlling speed easy. The slack head angle, low 335mm bottom bracket and lengthy 835mm front centre (which works well with the 440mm rear centre) only bolster stability and confidence further, letting you really ride the HB.916 hard. Set-up may take some time and the Hope bar feels a little too stiff, but there’s no getting away from how fast, controlled and fun this bike feels on the trail.
HIGHS
Great geometry – Suspension works well in the rough – Solid spec – Hope’s legendary back-up
LOWS
Öhlins suspension isn’t the easiest to set up, especially for lighter riders – Hope’s carbon bar is too stiff
VERDICT
Set it up well and the reward is a calm, controlled ride even on the wildest of trails
FOR A LITTLE LESS
Hope HB.916 (exc. drivetrain)
£5,995
Got a working transmission but want to upgrade just about everything else? You get the same frame, suspension, wheels and parts, minus the gearing, for £1k less.
FOR LESS AGAIN
HopeHB.916 frameset
£3,595
The frame comes with a shock, headset and bottom bracket, but that’s about it, giving you the chance to create a custom build that’s sure to turn heads on the trail.
ROCKRIDER RACE 900 TEAM EDITION
£3,799.99 | Super-light race-focused hardtail
SPEC
Frame Carbon fibre
Fork RockShox SID SL Ultimate, 100mm travel
Drivetrain SRAM XX1 Eagle AXS (1×12)
Wheelset Reynolds TR 309/289 XC carbon wheels, Hutchinson Kraken Racing Lab (Hardskin, rear) 29×2.3in tyres
Brakes Hayes Dominion T2, 160mm rotors
Bar/stem ProTaper Hyperlite carbon, 760mm/Rockrider alloy, 60mm (small frame)
Seatpost/saddle Carbon fibre (rigid)/fi’zi:k Vento Argo
Weight 9.4kg, small size without pedals
www.decathlon.co.uk
Decathlon made their World Cup debut this year with an all-new Rockrider team riding this bike. They’ve kept both frame and component weight to a minimum, to make it a superlightweight XC race weapon.
THE FRAME
The full-carbon chassis is constructed from high-modulus fibres, for increased stiffness. A spare internal-routing port is provided for a dropper seatpost, in case you want to add one in future. The geometry is designed to stretch the rider into a low racing position, with our small frame sporting a fairly steep 68-degree head angle, a 74-degree seat tube angle and a reach of 412mm.
THE KIT
Standout components include SRAM’s XX1 Eagle AXS wireless electronic drivetrain, which provided faultless shifting throughout the test period, and Reynolds carbon wheels, along with a RockShox SID SL Ultimate fork with remote lockout.
THE RIDE
The Rockrider hurtles along smooth surfaces, its fast-rolling tyres helping to maintain speed and its frame stiffness and fork lockout enhancing acceleration. It also climbs well, the low riding position putting weight over the front wheel to stop it lifting in tight switchbacks. However, through a timed rough section, it wasn’t as fast as the Cannondale Scalpel we were testing it alongside. We put this down to the extra chassis stiffness reducing traction when pedalling hard. Also, the noise created by the rear brake hose rattling inside the down tube is overbearing; the lack of internal cable channels is a big oversight.
Heading downhill, on smooth, flowy singletrack this bike is quick and punchy. It puts you in an aggressive, get-low attack position that makes easy tracks amazing fun to ride at speed. Progress to steeper, more technical trails carpeted with big roots and rocks, or fast and rumbly descents, however, and the frame transmits a lot of jarring impacts, making it difficult to ride fast, even though the SID LS fork absorbs bumps well. We could also feel vibrations from the brake pads moving in the callipers when ‘trailing’ the anchors over stepped sections of trail. While the Rockrider’s geometry is in-keeping with most XC hardtails and its stiffness makes it lightning-quick in certain scenarios, it lacks the smoothness and damped ride quality of more forgiving frames such as the Scalpel and Specialized Epic HT, so we had to back off the pace significantly when descending the same trails in the same conditions.
HIGHS
Quality made-in-France carbon frame – High-end components – Grippy, fast-rolling tyres
LOWS
Stiff and harsh feeling on rough trails – Noisy cable routing – Brake pad movement in callipers
VERDICT
A lightweight speed demon, but noisy and harsh on techy terrain
TREK FUEL EXE 9.9 XX1 AXS
£13,250 | Could this bike set the standard for lightweight e-MTBs?
SPEC
Frame ‘OCLV Mountain’ carbon fibre, 140mm travel
Fork RockShox Lyrik Ultimate with AirWiz, 150mm travel
Shock RockShox Super Deluxe Ultimate with AirWiz
Drive system TQ HPR50 motor with TQ 360Wh battery
Drivetrain SRAM XX1 Eagle AXS with e*thirteen e*spec Race carbon cranks (1×12)
Wheelset Bontrager Line Pro 30 carbon wheels with Bontrager SE5 Team Issue 29×2.5in tyres
Brakes SRAM Code RSC, 200mm rotors
Bar/stem Bontrager RSL, 820mm/45mm
Seatpost/saddle RockShox Reverb AXS dropper/ Bontrager Arvada
Weight 18.9kg, medium size without pedals
www.trekbikes.com
Creating an e-MTB that feels like a regular trail bike is no easy feat – and could explain why there aren’t all that many around. Motor, battery and spec compromises have to be made, and geometry complications can arise, putting many brands off. However, Trek reckon they’ve nailed it.
THE FRAME
The heart of the Fuel EXe is the HPR50 drive unit. Trek have taken a gamble partnering with relatively unheard-of motor brand TQ (a German firm with a history in the medical and aerospace industries), but it’s allowed them to build everything from the ground up. The HPR50 weighs just 1,850g and is barely visible on the bike. TQ claim it produces an impressive 50Nm of max torque and 300W of peak power. It’s also almost completely silent, because its design means it can run at an RPM almost three times lower than that of a regular e-bike motor. The three modes are controlled via a small remote and customisable using the Trek Central app. An integrated top tube display lets you keep tabs on the vital stats.
Trek have matched the motor with an easy-to-remove 360Wh battery, stowed inside the down tube. There’s also the option of adding a 160Wh range extender, which sits in the bottle cage. Tubed internal routing means you shouldn’t need to remove any drive system parts when switching cables.
The frame is based on Trek’s latest Fuel EX trail bike, with 140mm of rearwheel travel courtesy of the brand’s ABP suspension system. Our medium bike sports a reach of 455mm, a head angle of 64.7-degrees and a steep 77.5-degree seat tube angle, both in the ‘low’ setting (Trek’s ‘Mino Link’ lets you alter the geometry and/or run a 650b rear wheel). Chainstay length is relatively compact at 440mm, while there’s a healthy 41mm of BB drop.
THE KIT
The eye-watering price here gets you some seriously nice kit. A 150mmtravel RockShox Lyrik Ultimate fork is paired with a Super Deluxe Ultimate shock. Both feature the brand’s AirWiz system, which connects to the SRAM AXS or Trek Central app and monitors suspension pressures. There are also TyreWiz units on the Bontrager Line Pro carbon rims, to keep an eye on the pressure in the SE5 Team Issue tyres.
SRAM provide their XX1 Eagle AXS wireless drivetrain, paired with carbon e*thirteen cranks. Cleverly, the rear mech can be powered by the main bike battery. The brakes are SRAM’s impressive Code RSCs, while a Rock- Shox Reverb AXS post continues the wireless theme. The one-piece Bonty carbon bar and stem is a talking point.
THE RIDE
Trek aren’t kidding when they say the Fuel EXe is almost silent. There’s still a bit of motor noise, but it can easily get drowned out by tyres crunching over gravel. Power is delivered instantly and is easy to control as you wind the bike up to speed. It feels natural and predictable, without the power overrun found on some motors, making technical climbs a straightforward affair. There’s enough grunt to ride with friends on full-fat e-MTBs, although you’ll have to work a little harder on steeper climbs due to the torque deficit. And if you’re wondering about range, we managed 32.6km with 1,347m of climbing in the middle mode.
When it comes to handling, Trek have delivered the natural ride feel they were after. The frame feels solid, taut and responsive, but in no way jarring or uncomfortable. Its geometry adds up to a bike that’s comfy when sat down and pointed uphill, yet stable and confidence-inspiring on the downs. The suspension has a well-balanced feel, too – although our 68kg tester found the shock tune a little on the firm side, so had to run the rebound and low-speed compression damping fully open, with 35 per cent sag.
There’s enough progression at the rear to make the Fuel EXe feel more like an enduro bike than a trail rig, especially when speeds pick up. It’s here that you’ll soon find the limits of the tyres, though, which lack shoulder bite and could do with a tougher casing. The one-piece bar/stem limits adjustability, too. Those small niggles aside, Trek have hit the ground running with the Fuel EXe.
HIGHS
Great geometry – Impressive ride balance – Natural-feeling motor assistance – Super-quiet
LOWS
Expensive – Tyres lack bite and puncture too easily – Shock tune is a touch too firm for lighter riders
VERDICT
It’s seriously pricey, but the Fuel EXe has reset the bar when it comes to lighter-weight e-MTBs
FOR A LITTLE LESS
Trek Fuel EXe 9.8 XT
£8,500
The 9.8 comes with the same frame, motor, fork and shock (although from RockShox’s Select+ stable, so not quite as fancy). No wireless gears, but Shimano’sXT groupset is always a safe bet.
FOR A LOT LESS
Trek Fuel EXe 9.5
£5,750
A fraction of the cost gets you the 9.5, which saves money with Shimano Deore gearing and a cheaper RockShox 35 Gold fork and Deluxe Select+ shock.
SANTA CRUZ NOMAD C GX AXS RSV COIL
£8,999 | Long-travel rig gets wheel-size, suspension and geometry updates
SPEC
Frame ‘C’ carbon fibre, 170mm travel
Fork Fox 38 Performance Elite GRIP2, 170mm travel
Shock RockShox Super Deluxe Select+ Coil
Drivetrain SRAM GX Eagle AXS (1×12)
Wheelset Santa Cruz Reserve 30|HD rims on Industry Nine 1/1 hubs, Maxxis Assegai 3C MaxxGrip DD 29×2.5in WT (f) & Minion DHR II 3C MaxxTerra DD 27.5×2.4in WT (r) tyres
Brakes SRAM Code RS, 200mm rotors
Bar/stem Santa Cruz Carbon 35, 800mm/Burgtec Enduro Mk3, 42mm
Seatpost/saddle RockShox Reverb Stealth dropper/WTB Silverado Medium CroMo
Weight 16.75kg, large size without pedals
www.santacruzbikes.co.uk
The wild Nomad is ready for everything from big bike-park lines to the enduro start line. This latest version is slack, rugged and ready to rip.
THE FRAME
Available in carbon fibre only – with the choice of Santa Cruz’s ‘C’ or lighter ‘CC’ construction – each frame size has a specific lay-up that influences its stiffness. A ‘Glovebox’ storage port is built into the down tube, containing two tool bags. The new ‘mullet’ wheel set-up (29in front, 650b rear) improves rollover and traction. This is combined with lower anti-squat, to minimise harshness over squareedged hits (at the sacrifice of a little pedalling efficiency), and a lower starting leverage rate, to better support bodyweight movements and maintain geometry stability.
All sizes share the same 63.8-degree head angle. In the ‘low’ setting, our large frame has a 472mm reach, 77.6-degree effective seat tube angle, 343mm bottom bracket height and 444mm (size-specific) chainstays. A flip-chip on the lower link of the VPP suspension lets you steepen the head angle by 0.3 degrees and the seat tube angle by between 0.2 and 0.3 degrees, plus add 3mm to the BB height and reach, and lop 1mm off the rear centre.
THE KIT
The GX AXS RSV Coil is one of the pricier builds, coming with SRAM’s GX Eagle AXS wireless shifting and Santa Cruz’s Reserve carbon wheels. You also get a Fox 36 Performance Elite fork and a RockShox Super Deluxe Select+ Coil shock. SRAM Code R brakes control your speed, while DoubleDown-casing Maxxis rubber wards off punctures.
THE RIDE
Getting the Nomad to the top of the hill isn’t a breeze, but that’s not because of poor pedalling performance or geometry; those aspects of the bike are very good for a variety of climbs. It’s the MaxxGrip-compound tyres that slow it down, sticking to the floor like glue. On the flipside, the rubber is brilliant when gravity is on your side, and the gnarlier the terrain gets, the more the Nomad shines. Steep, rough and loose trails are where it’s most happy, and its 170mm of front and rear travel is excellent at smoothing out the bumps and keeping momentum.
That’s not to say it can’t handle more flowing terrain, though, and the suspension isn’t so plush that you can’t push and pop your way down the trail. It’s versatile for such a long-travel bike. Handling-wise, the Nomad is quick on its wheels and can be dropped quickly into turns and flicked easily from side to side. Its long wheelbase (1,270mm, large size, ‘low’ setting) provides enough stability that you can hit highspeed corners at full chat.
HIGHS
Can tackle any trail confidently – The Glovebox is well-designed and we found the tool pouches useful
LOWS
Price is steep – Flip-chip makes little difference to the geometry
VERDICT
The new Nomad is ready for whatever you can throw at it
CANYON STRIVE CFR
£6,305.98 (shipped) | German direct-sale giant prioritises speed while keeping versatility
SPEC
Frame ‘CFR’ carbon fibre, 160mm travel
Fork Fox 38 Factory GRIP2, 170mm travel
Shock Fox Float X2 Factory
Drivetrain Shimano XTR M1900 with Race Face Next R carbon cranks, Shimano Deore XT M8100 cassette and SLX M7100 chain (1×12)
Wheels DT Swiss EX 511 wheels, Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in (f) and Minion DHR II 3C Maxx-Terra EXO+ 29×2.4in (r) tyres
Brakes Shimano XTR M9120, 203mm rotors
Bar/stem Canyon G5, 780mm/Canyon G5, 40mm
Seatpost/saddle Canyon G5 dropper/Ergon SM10 Enduro Comp
Weight 15.84kg, medium size without pedals
www.canyon.com
This bike is built for one thing – to take racers as fast as they can go. With big wheels, ample travel, progressive geometry and on-the-fly adjustment, is the Strive the ultimate enduro machine?
THE FRAME
While aesthetically similar to the old Strive, the frame has been extensively overhauled. Canyon have upped stiffness by 25 per cent, by changing the tubing profiles, carbon lay-up and pivot locations, and have increased rear-wheel travel to 160mm. Being an uncompromising race bike, the Strive is only available in the brand’s higherspec ‘CFR’ carbon fibre, to help reach their stiffness-to-weight goals.
The bike still uses Canyon’s ‘Shapeshifter’ technology, which lets you change its geometry and suspension kinematics on the fly. New for this model are swappable headset cups, which give you 10mm of reach and front-centre adjustment. There are also bosses for a water bottle (medium-size and bigger frames will fit a 750ml bidon) and a framemounted tool, plus plenty of chainstay protection and a down tube guard. Other features include clearance for a 2.5in rear tyre, Boost hub spacing and a threaded BB.
We tested the medium frame, which has a reach of 480mm. This can be shortened to 475mm or lengthened to 485mm by swapping headset cups. In ‘shred’ mode, the Strive has a slack 63- degree head angle and a hefty 36mm BB drop. Switch to ‘pedal’ and the head angle increases by 1.5 degrees, the effective seat tube angle changes to a steep 78 degrees and the BB is lifted by 15mm to help you pedal in technical terrain. Regardless of mode or frame size, the rear stays are a relatively short 435mm. Standover heights and seat tube lengths have been lowered.
THE KIT
This is the top-of-the-line Strive (also available in limited-edition TLD trim with RockShox suspension for £200 more) and the spec reflects that. A Factory-series Fox 38 GRIP2 fork and Float X2 shock swallow the bumps, while Shimano’s top XTR groupset takes care of the shifting and braking, with a crank upgrade to Race Face’s carbon Next Rs. Dependable DT Swiss EX 511 wheels are shod with one of our favourite rubber combos – a Maxxis Assegai front tyre and Minion DHR II rear tyre in 3C EXO+ form. The rest of the kit is from Canyon’s in-house G5 range, with the complete bike coming in at a claimed 15.84kg.
THE RIDE
The Strive really does feel like two bikes in one. ‘Pedal’ mode limits rear travel to 140mm, reduces shock sag and steepens the seat tube angle, putting you in a good position over the BB for comfortable pedalling. The bike doesn’t bob heavily or sink into its travel when you’re climbing seated, but there’s still some movement to help the rear tyre remain in contact with the ground over technical sections. This is still an enduro bike, with the accompanying weight and chunky tyres, but it’s a proficient climber and feels more like a trail bike in this mode.
Flick the Shapeshifter into ‘shred’ mode and the Canyon is ready to be ridden hard. It handles slow technical sections well, but it’s once you get up to speed that you can really get the most from it. The suspension is supple at the start of its stroke, helping with traction and delivering plenty of grip in slick sections. But it performs best when it’s working hard, soaking up mid-sized and big hits well, especially at speed. Throw the bike down fast, chunky trails and it’s stable, directfeeling and holds a line well. No matter how hard we pushed the Strive, it always felt like it could handle more.
While we like the hunkered-down BB, you do have to be careful where you place the bike; its bash guard proved useful during testing! The low centre of gravity helps make it easy to lean the Strive from side to side, making it feel great in successive turns and during quick changes of direction, where the short chainstays also help. However, you need to commit to the front wheel for the most accurate handling. Get your weight balance right, and the grip at speed is impressive. We preferred the shorter reach setting, as it allowed us to weight the front wheel more easily.
Being able to flick into ‘pedal’ mode is great on undulating trails, where you don’t need such an aggressive bike. We were fans of the Shapeshifter on the old Strive, and now that Canyon have improved the bike’s geometry, making it a better descender, the system is even more useful.
HIGHS
Comes alive at high speeds – Low BB and stable chassis contribute to plenty of grip
LOWS
Suspension and frame can feel harsh when cruising
VERDICT
The Strive has a high ceiling for speed, but you need to ride aggressively to make it come alive
FOR A LITTLE LESS
Canyon Strive CFR Underdog
£4,949
You still get the same carbon frame and all its features, but a drop down in spec to Fox Performance Elite suspension and Shimano XT gears and brakes saves some cash.
MONDRAKER RAZE CARBON R
£5,499 | On-board telemetry sounds fancy, but is it useful?
SPEC
Frame Carbon fibre, 130mm travel
Fork Fox 36 Performance, 150mm travel
Shock Fox Float DPS LV EVOL Performance
Wheelset DT Swiss XM 1700 wheels, Maxxis Dissector EXO+ 3C MaxxTerra 29×2.4in WT (f) and Aggressor EXO Dual 29×2.3in (r) tyres
Drivetrain SRAM GX/NX Eagle (1×12)
Brakes SRAM G2 R, 180mm rotors
Bar/stem Onoff Sulfur 1.0, 800mm/Onoff Sulfur FG, 30mm
Seatpost/saddle Onoff Pija dropper/fi’zi:k Antares R7
Weight 13.24kg, large size without pedals
www.mondraker.com
Mondraker’s Forward Geometry may no longer seem as radical and innovative as it once did, but the Spanish brand hope their MIND telemetry technology, featured on the new Raze, could be the next step forward for mountain biking.
THE FRAME
Created using Mondraker’s ‘Stealth Air’ technology, the sleek full-carbon frame features their twin-link ‘Zero’ system, which delivers 130mm of travel. The shock ‘pierces’ the seat tube, which coincidentally makes measuring sag a pain. Mondraker were the first major brand to focus on progressive geometry, so the long 495mm reach on the large size, paired with a stubby 30mm stem, is no surprise.
THE KIT
Mondraker aren’t known for great value, and for over £5k, the Raze’s underpowered SRAM G2 brakes and puncture-prone EXO-casing tyres are disappointing. The fork and shock are from Fox’s more basic Performance range but perform well, while the midlevel SRAM NX/GX Eagle gears shift fine. DT wheels rarely draw criticism.
The MIND telemetry system surely adds to the cost. Its magnetic field sensors and Bluetooth transmitters communicate with Mondraker’s phone app to supply data on how you’ve used your suspension and whether your sag levels are appropriate, along with a host of other info, including elevation gain and airtime.
THE RIDE
Although not as out-there as it once was, the Raze’s geometry works well. On fast straights you can just hang on and let the rear shock and 150mmtravel fork deal with the bumps, while the confidence it engenders on steeper terrain is remarkable. Drop the front wheel into an awkward corner where a lesser bike might understeer wildly, and the Raze’s Dissector digs in and pulls you out of trouble. The Fox 36 fork’s spring keeps you propped up, too, while its chassis refuses to buckle. Out back, the Zero system doesn’t give a completely isolating ride. Riders accustomed to minimal trail feedback may find the rear end skips about more than they’re used to, especially at speed, but the flipside is that pedalling performance is admiral, as is midstroke support. Fitted with fairly fastrolling rubber, the Raze climbs well, too.
While the MIND telemetry is unique, the app was unstable at times, and the data, while interesting, needs to be more detailed to be truly useful. For example, it suggested we should run less sag, but didn’t indicate how much less. Spending more on the bike’s components would benefit all riders, whereas the MIND system feels beneficial to only a tech-savvy minority.
HIGHS
Excellent geometry gives confidence on every trail – Supportive suspension deals with big hits and climbing efforts effectively
LOWS
A touch skittery over high-frequency chatter bumps – MIND telemetry impacts on value for money and currently has limited functionality
VERDICT
Excellent trail manners, but niche tech means spec compromises
BIRD FORGE STAINLESS SLX CUSTOM BUILD
£3,876.60 (inc shipping) | Traditional tubing meets modern geometry
SPEC
Frame KVA MS3 stainless steel
Fork RockShox Pike Ultimate, 140mm travel
Drivetrain Shimano SLX (1×12)
Wheelset DT Swiss EX 511 rims on Hope Pro 4 hubs, Maxxis Minion DHF EXO 3C MaxxTerra 29×2.5in WT (f) and Dissector EXO 3C Maxx-Terra 29×2.4in WT (r) tyres
Brakes Formula Cura 2, 200/180mm rotors
Bar/stem Race Face Next R carbon, 800mm/Race Face Turbine R 35, 40mm
Seatpost/saddle Bird Down Dropper V2.1/Bird Blank
Weight 14.0kg, medium size without pedals
www.bird.bike
The Forge was launched in 2021, with this stainless steel version landing this autumn. Bird have always designed their bikes towards the forefront of modern geometry, with longer reaches, steeper seat tube angles and slackish head angles, and this is no exception.
THE FRAME
Swinley-based Bird have gone to Californian manufacturers KVA for their stainless steel MS3 tubes. They say the frame should feel pretty much the same on the trail as the Reynolds 853 Forge, but be more impact- and corrosion-resistant, especially with the clearcoat they apply. The downside is that this steel is expensive and hard to work with, reflected in the price.
The reach on our large frame is very long at 496mm, while the BB is almost scraping the ground at 302mm. Frame details include ISCG-05 mounts, external cable routing, a nicely forged yoke to give impressive tyre clearance plus two bottle cage bosses.
THE KIT
Bird allow you to customise the spec of your bike at the point of purchase. Our build may not be cheap, but that’s because the frame is dripping with components that leave little to complain about.
The Shimano SLX drivetrain on our bike is improved with an XT shifter, the Hope-hubbed wheels come with torque caps pre-installed, and the 200mm dropper gets the saddle right out of the way – all neat touches that show Bird really consider their builds. RockShox’s new Pike Ultimate is one of the leading trail forks, and we love Formula’s Cura brakes. The only element of the spec that we weren’t sold on was the thin EXO-casing Maxxis tyres – we’d spec something burlier to make the most of the geometry. Builds on this frame start at around £2,300.
THE RIDE
No frame with zero rear suspension and 2.4in rubber at the back (rather than a currently-out-of-favour ‘plus-size’ tyre) is ever going to feel ‘smooth’, but the Forge S’s classicallyskinny steel tubes give a slight respite compared to a stiff carbon or alloy frame. Add in a long 1,200mm wheelbase, and the Bird pitches forward and back less over bumps than a shorter bike would, calming the ride in rough terrain. These two elements allow the Forge S to hold good speed off-road, without feeling like it’s rattling your fillings.
In turns, the moderately slack 65.5-degree head angle (with a 140mm fork) combines well with the slammed BB. Your weight is dropped low below the wheel axles, encouraging you to lean the bike to carve corners. The long front centre, mid-length chainstays (435mm) and low BB make the Forge S sound like it could be a handful in tighter terrain, but we never found it held us back. It’s easy to pivot from side to side, and even encourages the odd cheeky Scandi flick.
Its biggest nemesis are thick, moderately-spaced roots, which rob speed more than closely-packed equivalents. Here, and over similarlyspaced rocks, we felt the EXO-casing tyres were at risk. Given the speed the Forge S inspires, we’d want to run an EXO+ casing as a minimum, or perhaps a tyre insert. Bird’s spec options change with availability; at the time of going to press, an EXO+ Assegai would be a (slower rolling) option. At least DT Swiss’s broad EX 511 rims offer decent support to the tyres.
Down steep descents, the new Pike’s spring and damping give great support as your weight is pitched forwards, and while the front wheel doesn’t look miles ahead of the bar, the Bird never felt nervous as we tipped it into more precipitous terrain. The firm bite and ample power of the dual-piston Cura brakes boosts confidence further.
On paper, the 75.2-degree seat tube angle, measured at our pedalling height, doesn’t sound steep, but with the fork sagged, the seat tube becomes more upright, rather than slackening as it would tend to on a fullsuspension rig. As such, it puts you in a good position over the BB. Along with the lack of suspension bob, this helps the bike ascend decently.
HIGHS
Excellent geometry gives good handling and inspires confidence – Fully customisable parts spec – Stainless steel frame feels great, and should last ages
LOWS
Frame material adds significant cost
VERDICT
A hugely capable trail hardtail, but stainless steel tubes hike the price considerably
FOR A LITTLE MORE OR LESS
Bird Forge Stainless
£varies
You can tailor the build of the Forge Stainless to meet your budget. For example, add a SRAM GX Eagle AXS wireless drivetrain for £300-£400, or go with an MRP Ribbon fork to save some cash.
FOR A LITTLE LESS
Bird Forge From
£1,517.80
The same trail-ready frame geometry, but made from more affordable Reynolds 853 DZB (top and down tubes) and 4130 steel.
JARGON
PEDAL KICKBACK
If a bike’s cassette and chainring move further apart as its suspension compresses, tension across the top of the chain increases, causing the cranks to spin back and the pedals to ‘kick back’.
FRONT CENTRE
The horizontal distance between the centre of the bottom bracket axle and the centre of the front wheel axle. A longer front centre normally makes a bike feel more stable at speed.
R.P.M.
Revolutions per minute. The number of rotations made by a gear wheel or crank arm over the course of 60 seconds.
B.B. DROP
Measured from an imaginary horizontal line between the wheel axles down to the centre of the BB axle. The more BB drop a bike has, generally the more stable it will feel.
SHAPESHIFTER
Canyon’s geometry and suspension adjustment system. A shifter on the handlebar actuates a Fox-built air piston at the upper shock mount, which alters the position of the damper to give two modes. In ‘shred’ mode, the geometry, suspension travel and kinematics are suited to aggressive enduro racing. Switching to ‘pedal’ mode alters the angles, travel and leverage ratio to improve the Strive’s pedalling efficiency.
TORQUE CAPS
Designed to stiffen the interface between the fork dropouts and hub axle, these are wider in diameter than standard axle end-caps.
EXO+
Maxxis’s mid-weight tyre casing uses thicker, more robust threads in the carcass, as well as a butyl strip over the bead to boost puncture protection.