First Ride: Santa Cruz Bronson Carbon - 650B Ripper
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Santa Cruz announced the Bronson on April Fools' Day, but the first mid-size-wheel trailbike from the Coastal California bike maker was no joke. We traveled to the new SC factory, situated at the foot of some of the area's choice riding, to get a first-hand impression of how the bike performs. Those who have ridden in the coastal mountains of Santa Cruz will verify that the dirt, trails and average temperature are near-perfect 260 days out of the year - and the other 105 days it's fisherman-cold and pissing rain. We were fortunate to enjoy one of the 260 - shredding between shaded redwood forest and oak woodlands for a most enjoyable day of riding on the trails where the Bronson was born and raised.
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 Bronson C frames share similar DNA with the Blur LTc and Tallboy LTc, but its carbon chassis is produced in a completely different mold and beefed up for pro-level enduro competition. |
Bronson C Walk-Around
Bronsons have six inches of rear-wheel travel (5.9"/150mm) and can be configured with a number of forks ranging in travel from 150 to 180 millimeters, although a 150mm fork is preferred. Frames are available in welded-aluminum or carbon and in a number of builds. Both the alloy and carbon frame are built on separate tooling from any other Santa Cruz model, but the family resemblance with the Blur LTc and Tallboy is nearly identical. Bronsons are built much tougher than what is required for an XC trailbike and are advertised as all-mountain and enduro-specific. Our test Bronson was the carbon version, set up with a SRAM XXI drivetrain, Shimano XTR Trail Brakes and a Fox Float CTD fork and shock. Topping off the high-end build was a matched pair of Enve's newest AM wheels in 650B. Santa Cruz's website pegs the retail cost of our test Bronson just beyond the $10,000 mark. We tried to ignore that detail and revel in the knowledge that Santa Cruz's claimed weight for our test Bronson was 26.21 pounds - pretty sweet for an AM sled. (Santa Cruz Bronson C builds start at $4150.) Medium-sized Bronson C frames are said to weigh 5.3 pounds and with a Fox float CTD shock, cost $2,699. Color options are natural carbon with blue or yellow graphics, or Tennis Green.
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| (From left) Bronson frames use a forged-aluminum upper rocker that drives a Fox Float CTD shock. The Reverb Stealth dropper post keeps the Bronson's flowing lines uncluttered. Santa Cruz includes grease fittings to purge the lower rocker bearings and a bash guard to ward off rock impacts to the down tube. |
Suspension Notes:
Bronsons rely on Santa Cruz's generation-2 VPP rear suspension for firm pedaling response paired with smooth suspension action, but those who insist on pedaling performance that comes close to a hardtail can fuss with the Fox CTD controls to obtain satisfaction. We questioned why the Enduro-specific Bronson does not have an option for the Float-X CTD reservoir damper and the answer seemed to be that the new shock was not yet forthcoming to OEMs. It seems like a perfect match, but as we discovered, the standard Float CTD shock was aptly suited for the Bronson's hard-charging style. Both the upper and lower rocker links are forged aluminum and both use SC's adjustable angular-contact bearing system. In keeping with SC's recent tradition, grease fittings are tucked into the lower link to encourage preventative bearing maintenance.
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| SRAM's single-chainring XXI drivetrain allows the Reverb Remote button to be located under the left handlebar where it should be. A reminder from Santa Cruz on the top tube - in case you forget who's the boss. |
Key Numbers:
Quickly scanning the Bronson's frame numbers backs up its mission statement - with a low, 13.6-inch bottom bracket height, a reasonably slack, 67-degree head angle, and a moderately short, 17.3-inch chainstay length the Bronson should handle brightly enough to dodge and weave through the trees, and still possess a shovel-full of courage-enhancing stability for high-speed forays down technical trails that should be the realm of a big bike. Previous experience with 650B wheels suggests that, shod with 2.35-inch tires, the Bronson will breeze over the rocks and deadfall which are the signatures of the Santa Cruz trail network.
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 | Every berm, every twist and turn through this forest, can be executed at speeds that exceed a normal rider's imagination - and the locals use this to their advantage - tempting us with each new section of trail and then crushing us once again. This is the dark soul of Bronson. |
With the best part of the day ahead of us and three honch riders from Santa Cruz Bikes, eager to show us every nuance of the local trail network, we throw a leg over the first 650B design to emerge from the iconic bike brand, find a wheel and hang on for dear life. They call it 'hero dirt' and the local mountains above the brand's namesake city are made of it. The divine mixture of loam, clay and sand, kept moist by the eternal shade of coastal redwood trees, grips tires better than baby monkeys hold onto their mothers. Every berm, every twist and turn through this forest, can be executed at speeds that exceed a normal rider's imagination - and the locals use this to their advantage - tempting us with each new section of trail and then crushing us once again. This is the dark soul of Bronson.
Granted, we are riding on the exact trails that Santa Cruz used to hone the handling of the Bronson, but the ease and agility with which the bike moves through the forest is remarkable. It has a beautiful front/rear balance that requires very little attention at the handlebar to keep the bike on line. It is a rare moment when the front tire won't follow orders and the Bronson's rear tire tends to track the front unless its pilot calls for a drift. There is a surety to its steering that encourages the rider to ignore minor obstacles and choose the flow lines. The Bronson front wheel seems eager to drive over almost anything in its way. Santa Cruz offers Maxxis High Rollers as standard rubber on the Bronson, but our test bike was outfitted with Maxxis Ardent tires, which roll faster, but give up a lot of grip in the turns to their DH-oriented kin. Tearing into the hero dirt, we imagine that a High Roller-equipped Bronson would corner and climb like it were geared directly to the earth.
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| Dropping into one of the zone's longer chutes - easy work for the Bronson. Regrouping in the redwoods for another round of Bronson-in-the-forest. Poison oak - it's everywhere - waiting for bare legs and arms. |
Descending proved that, for Santa Cruz Bikes at least, Fox has implemented changes in its 34 Float CTD fork's damping and spring rates to eliminate the mushy feel in compression and brake dive that the original model often suffered from. The Bronson dove fearlessly down rock chutes and leveled roots like a dedicated enduro chassis must. Under braking, aided by its Shimano XTR Trail stoppers, the Bronson feels sure and controllable in nearly all situations. Drops and jumps are non-issues, with the very stiff-feeling chassis feeling instantly composed upon landings, ready to negotiate the next feature. This agility seems to stem from a combination of a slightly steeper head angle than current fashion dictates that is paired with a rigid, balanced-feeling chassis, and this is an emerging theme from Santa Cruz. The Bronson's ability to react to situations in a quick, decisive manner may trump bikes that employ excessively slack steering geometry and favor a plow-through-everything strategy. At any rate, it makes for a fun ride.
Speaking of rear suspension, the feel of the Bronson's VPP rear end is very much like the Tallboy LTc, with a supple feel of the bottom and through the mid stroke, with a gradual rising rate at the end-stroke to soften hard landings. Climbing traction is abundant and there is enough pedaling firmness in the suspension to minimize the need to switch the CTD shock to Trail or Climb modes. While 150-millimeters of travel is quite common in this category, the second-gen VPP's mid-stroke performance is as good as it gets, and in fast trail situations the system really shines. There is no sense that the larger wheels are a travel-booster like one often experiences from 29-inch wheel designs, but like a big-wheel bike, the Bronson feels quite capable of charging nasty sections that a 26er rider might shy from. Excellent performance at the suspension's end-stroke, aided by a laterally rigid chassis, keeps the bike in control after hard landings and even if the Bronson lands out of shape, it recovers quickly. Over trail chatter, on the opposite side of the suspension's spectrum, the tires feel well grounded, which removes much of the anxiety from fast, sweeping turns. The only possible negative suspension trait we noticed was that the rear wheel would catch momentarily before popping over a tall root or deadfall limb at slow speeds. This was not the case once the wheels were rolling at a proper clip. Whether this was a setup issue or inherent to the VPP suspension will be explored in a future test.
Mechanically, what is not to like about Enve Carbon AM wheels, Shimano's best disc brakes and SRAM's eleven-speed one-by drivetrain? We would be hard pressed to find a quieter running bike. Only the click click of its SRAM XXI transmission and the sound of its tires scrubbing the soil break the silence of the Bronson's ride. If there was any chain slap, Santa Cruz's molded rubber chainstay protector would mask any hint of it. Double points to SC for integrating a RockShox Reverb Stealth dropper post into the Bronson's frame design. The port for the actuator hose is further protected by a rubber boot, and the lack of a front derailleur allows the remote button to be placed under the left handlebar where it lines up perfectly with the thumb. For those who feel the need for a front mech, Santa Cruz includes the necessary housing stops and direct mount face-plate to do the job right. ISCG tabs are also standard fare. About the only aspect of the bike we'd change is to go to a wider, 750-millimeter handlebar - which is supposedly a running change for production Bronsons.
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| Seat up, foot down, brakes off - some old school drifting action aboard the Bronson. |
| Glowing as this text has been about Santa Cruz's first 650B design, riding the Bronson on its home trails for a day cannot provide the range of experiences required for a conclusive bike review. What we can say for sure is that we like the Bronson - it's a ripper. Comparisons can be made between its lookalike cousins - the 26-inch Blur LTc and the 29er Tallboy LTc - but with all due respect, the Bronson is a cut above both in a number of ways. The Bronson has much more high-speed stability than both of its predecessors, and it feels better balanced than the Blur in the corners. While the Tallboy and the Bronson share a similar flow when negotiating rough trails, the Tallboy likes to cruise effortlessly down the trail at about the same cadence, while the Bronson is a charger with a more energetic feel, and it pushes its rider to carve more creative lines and search for features to boost that may escape riders mounted on lesser machinery. It will be interesting to see how well the Bronson lives up to its purpose on the World Enduro Circuit. While you are watching, look for the complete test later this year. - RC |
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P.S., RC, use that dropper post!
What am I saying!? 5k should be prime build!!!
No worries, I enjoyed your writing RC. On point! Thanks.
They changed names due to some trademark conflicts in the EU. Just for fun fact'ing. I miss the old Edge logos... you know, when I saw them on other people's bikes.
www.bikeradar.com/news/article/edge-composites-now-enve-composites-27499
Thinking about it, it's pretty bad actually, telling them this bike will make riding SO much better, implying you're missing out a lot riding your 'standard' aluminium bike, but that's how the industry works I guess.
People want to be cheated... people live in fantasy world, the more rational it is, bigger the delusion.
Just how different is this really going to be compared to my Nomad C?
A more realistic review would have been a spec most of us could afford. Even 5k for a trail bike is a large chunk for normal people, 10k is something lawyers and doctors buy to throw on the back of their M series X6 and bring in for a cleaning when they spill strawberry milkshake on it (true story)……
How would it be with aluminum wheels? since Envy's are known to make a bike ride completely different, and $2500 on wheels is $2500 into a car payment, student loan (this IS PB remember), another complete bike (!!) or a XCR-M.....
Again, out of touch. where's the review of a model us responsible adults can afford?
The issue is that we have bike tests with the most expensive model that nearly no one on this site will buy, save for a few. Considering envy’s are supposed to drastically change handling dynamics (from ALL reported accounts), we sit here wondering how that 650B Bronson will handle with our measly aluminum wheels that us mere mortals can afford. Why not test what people will actualy buy. See what I’m saying? Most of PB’s reader base isn’t spending 8-10k on a single complete bike, so why not cater to the majority? The comparison someone made to Top Gear minus the entertainment was spot on.
That said, I can understand why RC wouldn't turn down a test on such a rig. I'd absolutely love to have a go on it.
Also, on the topic of value added costs, I wonder where the money should be spent if on a middle class budget: Carbon frame, or carbon wheels.....
@warhorse, I hear the same thing. hence my questioning about the review being helpful for pondering the lower cost options. Maybe an alu bronson with envy wheels IS the hot ticket. But it's still 1k a rim.... OUCH!
I think the best answer is both! (Obviously) but if I had to choose one, Id go with the frame, as for my riding I do more pedalling/climbing. Hope this helps.
For the price haters, click on the link and you'll see that there are Bronsons starting around $4000. Santa Cruz always keeps one foot in the reality box.
i hope the future brings true affordability for me with the wheel options but somehow doubt it. i'd be giving up bike trips to go carbon right now! no can do!
rc, do you have an upcoming review on the wide side syntace hoops coming soon? would like to see some comparisons with the enve offerings.
BTW, I won't buy aluminum anymore. Either carbon frames, or I build my own CroMo frames.
I'm an engineer too, and I make enough to buy this bike easily, and I wouldn't get any faster, nor would I really ever get the true worth out of it, but you know what?
Why do I have that unfinished rat rod and four spare bodies in my garage? Why do I have at LEAST 10 computer cases and a myriad of parts doing nothing, while I only use the rig I built most recently?
BECAUSE I CAN.
First world, "selfish American" answer, but I worked hard to get here, and since I can get what I want when I want, I don't see why people gripe when the pricey stuff is tested here, because there's the dream world for some, and for others, maybe there might be a reason that it's called reality.
My wife has what she wants and needs, the kids are sleeping on beds they don't deserve, I drink way too much craft beer, I sit in a chair that was made specifically for my rear end, and all because I wanted those things, and there's not much else to do with the money but give to those who gave to me in my earlier years. Maybe that's a crappy philosophy, but it's been successful so far...
Oh, before anyone calls me elitist, my favorite bike is my Ragley Troof.
It takes a lot of years of sacrifice to get to this point in life, and there is absolutely nothing wrong with being able to afford to treat oneself to the nicer things.
The author is respected, a comparison to the base or even mid build would have taken this article to the next level.
bringatrailer.com/2009/04/29/bre-look-svra-1970-datsun-510-race-car
bringatrailer.com/2011/10/10/1972-datsun-240z-scca-racer
bringatrailer.com/2013/02/25/clean-build-1972-volvo-142e-racer
but I am interested in how RC would answer your question
Now the issue is that we have to ask ourselves whether we want to read/watch a review or get entertained. People forget what were car shows on TV before Top Gear came along. That is the modt popular show in its kind, and if you would buy a car basing on opinion of mr Clarkson, then get your head checked.
In a value/performance comparison of bikes similar to the Bronson in the present North American marketplace, $5000 buys the most performance for the money. Below that price, we start seeing heavier aluminum frames and wheels, compromised drivetrain choices, less-sophisticated suspension, and house-brand components that look the part, but may or may not have been made to the higher standards of pro-level items. As the price increases from that point, however, the improvement in overall performance tapers off dramatically. From my experience, the 5000-dollar model out-performs the 2500 bike by over 25 percent, while the improvement in actual performance and subjective feel between the 5000-dollar and 10,000-model is less than five percent.
At 5000 bucks, you usually get the maker's best carbon frame and after that, the price is tied into the OEM cost of the components. The profit margins are usually slimmer on the elite models, so if you are that person - the one who believes he or she needs XXI, Enve wheels and Kashima-coated Fox suspension, the retail price of the 10,000 Bronson is a bargain. You would pay much more to assemble that same kit from aftermarket-priced parts.
The human body is the same. Simply riding a lot gets us fit enough to perform at an expert level - probably 200 percent better fitness than the national average - but to perform at a pro level, we must change our entire lifestyle - Hire a coach, guard how we eat, add regular sessions in the gym, adopt an organized workout schedule, practice metered sleep patterns, schedule physical examinations and therapy - and with all that, we can hope for a five-percent better result on a good day at the races. Is it worth it? Yes, if you want to be the best at what you do.
- RC
I think if you buy a YT Wicked PRO, sell the frame and the fork, buy Blur LT2 frameset, u might end up at 4000$. Change those flexy&heavy Crossmax SX wheels to Carbon wheels from Superstar, buy ENVE handlebar for the change in price. And you get a BOS Idylle fork... it does not get better.
@RC
We didn't speak of geometry... what's all this progressive technology worth when the bike has a conservative geo? They stuck their neck up with Blur TRc but the flagship must fit the averaged bag of skills and muscles of the masses and keep them where they are, isn't it? Specialized changed their approach to design to a bit didactic one. Short chainstays, longer TTs, lower BBs, slacker head angles. No need to go into details and percentages, save the XX1 from 2012, Enve stuff from 2009, that bike is nowhere more developed than Ibis Mojo from 2007. Kashima does not count, and with CTD, one can argue that suspension got degenerated.
Whatever. Great bike anyways, I would keep it if I got it for free
Also there's very little special about their bike designs... they're employing 20 year old technology and materials that aren't even slightly state of the art anymore. All their suspension frames are built around 7005-T6 aluminium, which is a sign of two things... #1 they're using the second most common aluminium alloy used in bicycle frames, and that they went with a "safe" material choice to ease production skill/tooling requirements and eliminate the need for fancy testing equipment. Myself...I'd rather pay for a brand that seriously tests their bikes on lab equipment, and is leading the way in material development and suspension design.
Also: there will be a carbon tues for around 4000$ soon (complete build).
forums.mtbr.com/salsa/10-months-day-when-i-brought-home-my-spearfish-frameset-821772.html#post9831581
@Joseph-Kony - Kona Honzo or anything in similar geo is the only thing that might make me get back on a 29er for my trails. I also like that they had the balls to realaes the bike with out the fkn stupid front derailleur. I envy you
@deeight - sweet Salsa, really great looking. Those shifters look and work slick but... lifting your thumb over the bar of a mountain bike in the terrain, even on an uphill... it's just a matter of time. Same applies for people using lock outs and dropper levers above bars. Just sayin´
God, I've got easily twice that value in bikes in my garage right now. Granted, that's not just three or four, it's something closer to 10 bike counting parts and frames, but seriously, wouldn't you give up part of a collection's value for the chance at what could be the perfect bike for you?
Frankly... I would.
First world problems, I know, but hey, you said "No mountain bike is worth that..."
Oh, that's also been proven wrong from the R&D and economic standpoint as well, so there's that to consider as well!
The last old girl I traded in owed me nothing... Loved that truck. The new one is unfu*#n' believable! And you're right, styles for miles!
To tie this all together, four of these bikes do not equal my 2013 fx4 with leather! Not by a long shot!
Metaphorically speaking (so as to stay on topic), I have no use for a truck like that and in my daily usage would never notice the difference in performance. If I was ignorant enough to buy a truck at that level and continue to drive the way I do, I'd fully expect to be laughed at on the regular. I would deserve the mockery.
If however, I showed my driving skill level to be amongst the best in the world, that would be a different story. But then I'd likely get paid somehow to drive a truck like that so that last point is moot.
My point was different, even if the cash was surplus (I had no better use for it), I'd choose my truck over four of these plastic bicycles. (The invoice would be the same)
You might have a tough time with this concept because you apparently live a different reality to most.
I sincerely hope your slightly bigger plastic bicycle parts give you your due.
Good day sir.
Most of the sensible posts where calling for a comparison to the more affordable builds.
Seems RC has had some pretty sensible comments in reply a couple posts up.
No two ways about it. 10k is a fat wad for a bicycle.
RCs comments are spot on with my experiences with bikes. There is a sweet spot that gets you 95% of the performance, at a much more reasonable price. If you kept the wheels and frame, went down to slx or X9 on everything else, you would hardly feel a difference. Since wheels make the biggest difference in feel on a cycle, I start every new bike now around the wheels, and budget the rest from there. The light-bicycle wheels are an incredible value, and are my starting point now. I would much sooner buy a chinese frame on ebay and hang XX off of it, than all SLX and cheaper wheels on a designer frame.
No shit????? You could build a f*cking huffy frame with 10k that would feel good! (Slight exaggeration)
Get some real reviews on here pinkbike!
How about a series on the lower levels that the top companies make?
Money doesn't mean anything when it comes to "what's best for the pilot" in this day and age, but I COMPLETELY AGREE with you!
I don't get the griping here... it's not like journalists in the MTB industry haven't explained multiple times that R&D costs money...
BTW the world isn't flat either.
Do a simple experiment, ride your bike with 2.0 tires, then ride the same trail with 2.4 tires. Tell me if you feel a difference. That experiment is less of a change than going with a 650b wheel/tire combo.
As I said, the world isn't flat either, no matter how much you want it to be true.
I like it. We can all feel better now that we know what is what.
This comment actually is trolling, as I am just engaging a meaningless argument with someone who has no interest in finding out if there are real differences, and just wants to push their belief system. I know the trolls will just neg prop me and continue believing inaccuracies. It is likely to inflame, and doesn't add to the knowledge base in any way. It is opinion, and I have the right to let everyone know exactly what I am thinking at every moment because I am the center of the universe.
Oh and don't forget to link to that scientifically tested, peer reviewed evidence of 650b being faster than 26"....
That being said, if your bike makes you smile every time you look at it and ride it then it was worth the money...
That being said, Santa Cruz gave them a 10k bike with lightweight tires because they need to.
Bigger wheels means more weight. If they can't make it the same weight or lighter than your current 26" , you have little or no incentive to buy it.
In all reality, a real version of the bike will weigh 31lbs , with XT, pedals, proper Enduro tires( minion/ high roller) and a good set of aluminum wheels.
Is it a good bike? Most likely yes. Santa Cruz has been making good bikes for a while now.
I Really dont understand what the point is folks!, if a bike has a 10k retail price and rides like a champ, does not nessesarily means that we ALL have to own it! what we are doing here is couch discussion, real world bikers will be extremely happy with this bike lets say the alu or carbon version with an xt/x9 build and stiff,light alu wheels.This is the bike of the bikes this moment and its build lets admit is top notch. If Its really worth 10000 dollars i dont know (i would say not) but if you are a top racer in the enduro scene, first of all 10000 dollars is nothing and and is anyway supplied by sponsors which have all the money, second, for them 10000 just to beat with 0,01sec the secont guy is a price they can afford! in fact 100 thousand dollars is a price they can afford and santa cruz knows this! we all love bikes too much(hence the discussion) but lets regognise that not all bikes are for all bikers either we have, either we dont have the money to buy it.
Thinking about it, it's pretty bad actually, telling them this bike will make riding SO much better, implying you're missing out a lot riding your 'standard' aluminium bike.
even when your members get ripped off over one thousand pounds what do you do about nothing not a stitch. I will never buy off this site again......
The question that immediately came to mind was...
Who can afford $2,000 rims?
I mean seriously?!?! $2,000 for rims only? Someone must be smoking crack!
I'm thinking plowing through jagged rock gardens everyday would be an early death of those pretty rims anyway.
Not sure why they're struggling to get under 27lb, Force frame is not mega light or owt????
i have a TB 29r
i have a 575 26
i have a hecker 26
the Bronson wins..
www.dirtragmag.com/reviews/gary-fisher-sugar-2-disc
I've been riding 650b for a few years now. Piss off with your trolling. Do you own a 650b bike?
Oh ya, wider bars, 750mm, for a trail bike, Really RC? have you not reached the point of de-minishing returns with bar width, do you guys build all your trails with bobcats now, cause I clip shit like crazy on my DH bike with 750 on it.
Not one mention if its climbing traits!?
Unless I missed it...review fail.
www.i-mtb.com/carbon-vs-aluminium-santacruz-nomad-bike-test
carbon xt wtb bronson review with thoughts compared to a nomad.
www.i-mtb.com/santa-cruz-bronson-27-5-bike-test
That said, the bike is sex. Would still love to ride one.