First Look: Lapierre 2016
Damian McArthur photos
Lapierre's 2016 press camp was staged in Morzine, France, concurrent with the famous Passportes du Soleil - an 80-kilometer guided ride that visits six cities and incorporates a dozen or more uplifts which are tucked in the deep folds of the Alps bordering Switzerland. During Lapierre's launch, guests were given all-access passes to the Passportes, and encouraged to ride the most relevant examples of its 2016 range on what seemed to be a limitless network of XC trails and DH tracks. Heavy rains the previous month ensured that Morzine's infamous rooted steeps were lubricated and treacherous, but for the most part, the trails were tacky and fast. Mother Nature then blessed the Lapierre launch with a week of perfect weather, so after a brief presentation, it was game on for three days of shred perfection.
Scenes from the Passportes du Soleil: A look back at Morzine's wall of steeps and festivities at the food stations.
Lapierre in One Paragraph
Those unfamiliar with Lapierre should know that the Company is one of France's older brands, headed by Gilles Lapierre - the third generation of the family to take leadership of the marquis. Lapierre is headquartered in Dijon, France (yes, the mustard capitol of the world), where it designs and tests its products, as well as assembles all of its high-end range. Like most cycling brands, Lapierre's elite level frames, as well as its lower-priced bicycles are made in Asian factories. The brand has recently attained the very stringent, ISO 9001: 2001 manufacturing certification standard, and its parent company is the Accell Group (one of the world's largest conglomerate bicycle makers), which gives the technically minded folks at the Dijon factory a lot of clout with its manufacturing partners when they need to innovate. Lapierre is actively involved in all forms of racing at the World Cup level, most notably with its Gravity Republic DH team.
Those unfamiliar with Lapierre should know that the Company is one of France's older brands, headed by Gilles Lapierre - the third generation of the family to take leadership of the marquis. Lapierre is headquartered in Dijon, France (yes, the mustard capitol of the world), where it designs and tests its products, as well as assembles all of its high-end range. Like most cycling brands, Lapierre's elite level frames, as well as its lower-priced bicycles are made in Asian factories. The brand has recently attained the very stringent, ISO 9001: 2001 manufacturing certification standard, and its parent company is the Accell Group (one of the world's largest conglomerate bicycle makers), which gives the technically minded folks at the Dijon factory a lot of clout with its manufacturing partners when they need to innovate. Lapierre is actively involved in all forms of racing at the World Cup level, most notably with its Gravity Republic DH team.
Lapierre President, Gilles Lapierre
All New Zestys
The Zesty is Lapierre's most important mountain bike. It slots into the long-travel trailbike segment, and with its lightweight chassis and its electronically controlled Horst-Link type rear suspension, it has gained a reputation for being a top performer in the highly contested all-mountain/trailbike market. The Zesty is completely new for 2016, with a swoopy-looking carbon fiber frame, a longer front center, slightly slacker geometry, and a more aggressive component spec. Two models will be offered that share the same chassis: the 150-millimeter-travel AM, which uses a longer-stroke fork, more aggressive tires, and a hardier component build; and the 120-millimeter XM, which features a lighter-weight build that is targeted at the more cross-country-oriented rider.
Zesty 527 XM shares the carbon chassis of the top-range 827. "XM" models have less travel and a lighter build. Damian McArthur photo
Zesty 427 XM frames are butted aluminum, and feature identical geometry as their more expensive carbon siblings. Damian McArthur photo
Both models will only be offered with 27.5-inch wheels, which should come as a disappointment to those who have ridden last year's Zesty 29, because it was arguably one of the best handling bikes to come from Dijon. The official word, at least from Lapierre, is that 29ers simply aren't selling in the all-mountain categories. Zesty AM and XM will be each be offered in two carbon models, and each will have two aluminum-framed derivatives. Also notable, is that the Zesty and its longer-travel and burlier brother, the Spicy, will no longer share the same front triangle. The enduro-oriented Spicy has also been completely redesigned and it will be launched separately at the upcoming Eurobike exposition in August.
Zesty AM: Old vs. New
• No shock driver yoke: shorter shock length.
• Shock mounts to top tube instead of down tube
• Frame is 50 grams lighter weight
• Suspension kinematics reconfigured for big hits
• Ei reprogrammed for long-travel suspension
• Longer top tube by 5mm
• Shorter stem: 55mm
• Longer reach: Avg. - 11mm
• Shorter seat tubes for dropper clearance: 10mm to 50mm
• Slacker Head tube angle: from 67 to 66.5 degrees
• Wider handlebar: 760 from 740mm
• Four sizes: Small, Medium, Large and X-large
• No shock driver yoke: shorter shock length.
• Shock mounts to top tube instead of down tube
• Frame is 50 grams lighter weight
• Suspension kinematics reconfigured for big hits
• Ei reprogrammed for long-travel suspension
• Longer top tube by 5mm
• Shorter stem: 55mm
• Longer reach: Avg. - 11mm
• Shorter seat tubes for dropper clearance: 10mm to 50mm
• Slacker Head tube angle: from 67 to 66.5 degrees
• Wider handlebar: 760 from 740mm
• Four sizes: Small, Medium, Large and X-large
The shock has been moved to the top tube of the new Zesty chassis and the yoke extender is gone. The Ei shock servo can be seen below the valve head of the RockShox Monarch Relay damper.
Ei in Two Paragraphs
Ei stands for electronic intelligence and it is a collaboration between RockShox, which produces the shock, and Lapierre, which masterminds the system's electronic components. Ei basically switches the Monarch shock's existing Lockout, Trail, and Open options automatically. Accelerometers placed at either end of the fork sense whether the fork is being activated from below by a bump, or from above by the rider's pedaling inputs. The Ei shock's default mode is locked out. When the fork hits a bump, the Ei computer opens the shock before the bump reaches the rear wheel.
Lapierre's Ei Auto rear suspension control is compact and effective.
If it's a big bump, Ei opens the shock completely. If it is a small bump, it switches the shock to trail mode. Sensors in the bottom bracket tell the Ei system to open up completely when the rider is not pedaling, and the accelerometers used to sense bumps also signal Ei to open the shock when the bicycle is weightless, like when flying over a jump or drop. In short, when you are pedaling, Ei makes the suspension firm, but you will never notice it working beyond the "zip-zip" sound of its shock-mounted servo-motor. For 2016, Ei has been re-tuned to work seamlessly with longer-travel suspension. I wouldn't buy a Zesty without Ei - ride and decide.
Bruce Aufrere TiltShift photo
Meet the Zesty AM
Lapierre's Zesty was a capable handling bike, but because it shared the same front triangle and various suspension parts with the all-mountain Spicy, it was a hard sell. Outfitted with Ei, suspension, the longer-travel Spicy could climb and accelerate within a percentage point of the lighter, nimbler Zesty, but with its longer legs and more capable spec, a Spicy rider could shred high amplitude technical descents that were outside the reach of its little brother. Lapierre's decision to cut the umbilical cord that connected the two models was long in coming. Next month, Lapierre will debut an all new Spicy - which presumably will be a longer, slacker, more gravity-oriented design that is specifically intended for professional enduro competition, very much along the lines of the Yeti SB6c. This frees up the Zesty to fill the vacuum left by the Spicy as a true all-mountain/trailbike, and the Zesty AM does exactly that.
After riding the 2016 Zesty AM back to back with last year's Spicy, I can report that the new chassis is a step above in pedaling and handling performance. The top-line 827 that I rode has a great component spec that delivers elite-level performance without falling prey to conspicuous high priced items where they are unnecessary, like its Nico-signature aluminum handlebar and stem, and its mix of SRAM's XX1 and X01 drivetrain components. Its 66.5-degree head angle is a half-degree steeper than current enduro fashion, which may be good news for riders seeking a better balance between good trail and climbing manners and raw descending prowess. A steep, 74.5-degree seat angle centralizes the rider over the chassis for good cornering balance, while optimizing climbing performance. Ergonomics are greatly improved, with wider bars up front, room for a water bottle on the down tube, and a long-overdue redesign of the seat stays. For three years, Lapierre ignored complaints that the seat stays of Zestys and Spicys were notoriously wide. The new design does not compromise tire clearance, while slimming the frame by at least 30 millimeters at their critical mid-way points.
New, one-by friendly swingarm pivot location.
A carbon bash guard protects the rear mech.
Internal wire, hose and cable housings throughout.
Carbon downtube protector doubles as bash guard.
Ride Impressions:
As mentioned, I rode many of the same tracks one day earlier on the 2015 Spicy, so I had a rare chance to compare the Zesty AM with its capable predecessor. Initially, the differences seemed negligible, but as I put more time on the 2016 Zesty, I realized that it was an improvement for a handful of reasons.
Lapierre changed the algorithms of its Ei suspension controller to feel more seamless in longer travel applications. As a result, there was no downside to leaving the system in "auto" mode, regardless of speed or terrain. Some riders complained that there was an increase in low-amplitude chatter when first-gen Ei was engaged. Whether it was the upgraded Ei, or the Zesty's new suspension kinematics, there is very little decrease in compliance when the system turns the shock off - a situation that occurs anytime the terrain is smooth and cranks are being turned. When coasting, or while the bike is airborne, Ei defaults to open mode, so descending performance is unaffected. The bottom line is that anti-squat and out-of-the-saddle pedaling firmness is reliably provided by Ei, but only when necessary.
 | Five hours of exploring trails in France and Switzerland and bombing every rooted and flow-trail descent I could find was enough time on the Zesty AM to return with sore muscles and a positive report on Lapierre's newest trailbike |
As mentioned, I rode many of the same tracks one day earlier on the 2015 Spicy, so I had a rare chance to compare the Zesty AM with its capable predecessor. Initially, the differences seemed negligible, but as I put more time on the 2016 Zesty, I realized that it was an improvement for a handful of reasons.
Lapierre changed the algorithms of its Ei suspension controller to feel more seamless in longer travel applications. As a result, there was no downside to leaving the system in "auto" mode, regardless of speed or terrain. Some riders complained that there was an increase in low-amplitude chatter when first-gen Ei was engaged. Whether it was the upgraded Ei, or the Zesty's new suspension kinematics, there is very little decrease in compliance when the system turns the shock off - a situation that occurs anytime the terrain is smooth and cranks are being turned. When coasting, or while the bike is airborne, Ei defaults to open mode, so descending performance is unaffected. The bottom line is that anti-squat and out-of-the-saddle pedaling firmness is reliably provided by Ei, but only when necessary.
Rectangular seat stays are slimmed and re-curved to maximize heel clearance. Note the offset seat tube, used to widen the stance of the swingarm pivot bearings.
Morzine and the surrounding slopes offer some of the best technical descents in the Alps (half the World Cup DH teams were training there during the launch). I must admit that there were a couple of moments down the steeps where I was hoping for a slacker head angle, and tackier rubber, but for the lion's share of the technical riding I did, the Zesty AM felt like it always had a little more handling in reserve to cover my mistakes - which was a good thing, because I was making them.
This is not a true review, but it's probably worth summing up the experience with a plus/minus report. On the plus side, the Zesty AM will not need much of anything beyond a better choice of tires to make a top bike handler happy in any trail situation. The chassis is stable, braking seems uncoupled from the suspension and the Ei system frees up the rider to worry about the terrain, not laying down power. On the minus side, the forward weight bias and steep seat tube angle require more effort to loft the front wheel. You need to yank it like a DH rig to gap washouts and bounce over surprise roots, and the tail end can get light on jumps if you don't make the correction. No deal breakers there. So far, I'd say that you'd be hard pressed to find a more versatile trailbike.
The Zesty 827 XM. Bruce Aufrere TiltShift photo
COMPONENTS: Zesty 827 AM and XM
Zesty AM 827:
• Frame: Carbon, 150mm travel OST suspension, 27.5" wheels
• Fork: RockShox Pike Solo Air 150mm stroke
• Shock: RockShox Monarch RT3 Relay
• Derailleur: SRAM XX1
• Crankset: SRAM X01
• Bottom Bracket: SRAM GXP PressFit
• Chain: SRAM X1
• Cassette: SRAM XG 10 x 42
• Brakes: SRAM Guide R (180mm rotors)
• Shifter: SRAM X1
• Headset: FSA Orbit
• Handlebar: Nico Vouilloz Signature aluminum, 760mm x 15mm
• Stem: Nico Vouilloz Signature aluminum, 55mm
• Seatpost: RockShox Reverb Stealth, 125mm stroke
• Saddle: SDG Duster
• Wheelset: SRAM Roam 40
• Tires: Maxxis High Roller 2.3" (F), Ardent 2.25" (R)
Zesty XM 827:
• Frame: Carbon, 120mm travel OST suspension, 27.5" wheels
• Fork: RockShox Revelation RL Solo Air 130mm stroke
• Shock: RockShox Monarch RT3 Relay
• Derailleur: SRAM X01
• Crankset: SRAM X01
• Bottom Bracket: SRAM GXP PressFit
• Chain: SRAM X1
• Cassette: SRAM XG 10 x 42
• Brakes: Shimano XT (180mm rotors)
• Shifter: SRAM GX
• Headset: FSA Orbit
• Handlebar: Nico Vouilloz Signature aluminum, 740mm x 15mm
• Stem: Easton EA70 aluminum, 60mm
• Seatpost: RockShox Reverb Stealth, 125mm stroke
• Saddle: SDG Duster
• Wheelset: SRAM Roam 30
• Tires: Schwalbe Nobby Nic 2.25" (F and R)
• Frame: Carbon, 150mm travel OST suspension, 27.5" wheels
• Fork: RockShox Pike Solo Air 150mm stroke
• Shock: RockShox Monarch RT3 Relay
• Derailleur: SRAM XX1
• Crankset: SRAM X01
• Bottom Bracket: SRAM GXP PressFit
• Chain: SRAM X1
• Cassette: SRAM XG 10 x 42
• Brakes: SRAM Guide R (180mm rotors)
• Shifter: SRAM X1
• Headset: FSA Orbit
• Handlebar: Nico Vouilloz Signature aluminum, 760mm x 15mm
• Stem: Nico Vouilloz Signature aluminum, 55mm
• Seatpost: RockShox Reverb Stealth, 125mm stroke
• Saddle: SDG Duster
• Wheelset: SRAM Roam 40
• Tires: Maxxis High Roller 2.3" (F), Ardent 2.25" (R)
Zesty XM 827:
• Frame: Carbon, 120mm travel OST suspension, 27.5" wheels
• Fork: RockShox Revelation RL Solo Air 130mm stroke
• Shock: RockShox Monarch RT3 Relay
• Derailleur: SRAM X01
• Crankset: SRAM X01
• Bottom Bracket: SRAM GXP PressFit
• Chain: SRAM X1
• Cassette: SRAM XG 10 x 42
• Brakes: Shimano XT (180mm rotors)
• Shifter: SRAM GX
• Headset: FSA Orbit
• Handlebar: Nico Vouilloz Signature aluminum, 740mm x 15mm
• Stem: Easton EA70 aluminum, 60mm
• Seatpost: RockShox Reverb Stealth, 125mm stroke
• Saddle: SDG Duster
• Wheelset: SRAM Roam 30
• Tires: Schwalbe Nobby Nic 2.25" (F and R)