TESTED
Lapierre X-Flow 712
WORDS & PHOTOS MATT WRAGG
The Forgotten Little Brother?Lapierre's Spicy and Zesty trail bikes have always grabbed the headlines in their range. Sitting at a relatively unfashionable 120mm of rear travel, the X-Flow seemed to be overlooked compared to its longer-legged brothers. Yet when it came time to trickle the Pendbox technology down from their downhill bike, it was the model they picked to be the first one with the system.
The X-Flow represents a new niche that seems to be developing in trail bikes. A few years ago, short chainstays, relaxed headangles and relatively low bottom brackets were the sole domain of downhill and freeride bikes. As longer-travel trail bikes have become more capable, these features are starting to appear on bikes like this one. Combined with cross-country weight and short travel, the result is the potential for a lot of fun.
The Pendbox Suspension SystemLapierre describe their Pendbox system as offering "less compromise, more pedalling power." To do this, they have created one of the most intricate suspension systems out there. Cutting it down to its bare essentials, it is a faux-bar linkage very similar to the design Kona uses, with an independent bottom bracket similar to the GT i-Drive system. Faux-bar systems use single-pivot swingarms, so typically, they create pedal feedback - the chain tugging at the rear wheel as you pedal, limiting the suspension performance. By making the bottom bracket independent, that force now pulls the BB with the movement of the rear-end, reducing how much it affects the suspension. With the GT system they use triangulated, one-piece swingarm, where Lapierre's system uses a linkage to control the shock, enabling the designers to fine-tune the suspension performance further. Sound complicated? It is, and we can't think of another bike out there with as many moving parts as this one.
Details:• Purpose: Trail/all-mountain
• Full carbon frame with tapered headtube
• Lapierre's unique Pendbox suspension technology
• 120mm front and rear travel
• Fox 32 CTD fork
• Fox Float CTD rear shock
• 12 x 142mm rear axle
• Press-fit BB
• Sizes: Small, medium (tested), large, XL
• Weight: 25lbs (without pedals)
MSRP: 5,045 Euros (Lapierre are just setting up distribution in the US and Canada now)
Frame and ComponentsWe tested the 712 version, which is the second-from-top spec. At the heart of the bike is a full-carbon frame, with nice, clean internal cable routing. Aesthetically, it has to be one of the nicest bikes to grace our doors in recent years, with swooping lines running from front to rear. There are some details that we were very happy to see, like the burly 12x142mm rear axle and internal routing for a dropper seatpost. It features a press-fit bottom bracket, which looks set to be the new standard for bottom bracket fittings. Keeping the suspension in check is a custom-tuned Fox Float CTD shock. Up front was a Kashima-coated Fox 32 Float CTD with a handlebar-mounted remote.
The drivetrain is a mix of XT and XTR. A set of Mavic Crosstrail wheels shod with Schwalbe Rocket Ron tyres are there to get things rolling and Formula R1 brakes are there to stop them again. Steering was courtesy of a 70mm Thomson stem and Easton's 720mm Haven bars. Both of these came off the bike before the first ride, in favour of a benchmark Renthal 760mm bar and 50mm stem. All in, the stock build tipped the scales at just over 24lbs (11kg), Lapierre doesn't publish the frame weight on its own.
Component ReportLapierre seem to have gone halfway down the road to making a bike that can be ridden hard and changed their mind. While there is routing for a dropper post, the bike comes with a standard Thomson post, which although pretty and well-made, just doesn't make the grade for a modern trail bike - something we put right before the first ride. The second major issue is the derailleur. We chose the 712 from the range as it came with the XTR rear mech. Yet, for some reason, Lapierre have chosen to spec the bike with the lower-priced version without the clutch. As the bike has no ISCG tabs and a press-fit bottom bracket, this meant we couldn't mount a chainguide further down the line and our time with the bike was plagued by dropped chains, to the extent where they more or less ruined the finish on the pretty XTR cranks, scratching the hell out of them every time it dropped.
We came to accept, but never love the 32mm Fox fork. On first impressions it was flexy as hell, especially as we came off a bike fitted with its bigger brother, the 36. After a while we became accustomed to the give in the front wheel and the short-travel of the bike meant you tended to hunt for smoother lines anyway. However, the CTD cartridge was everything we hoped it wouldn't be and we had to run virtually no sag to stop the fork blowing through its travel when you braked or pushed hard. We also never used the adjustments, setting it in the middle, 'Trail' mode and leaving it there for our entire time with the bike. Why Lapierre spec'd it with a bar-mounted remote is beyond us, it is a big, ungainly thing there on the bar and as we felt the suspension didn't need flicking between modes regularly, completely superfluous. We would be keen to try one of these bikes with a Fox 34 mounted at the front, dropped to 120mm - as we suspect it would make the bike even more fun.
Looking at the bike in the catalogue, you would be forgiven for thinking it is an XTR-equipped bike, but we'd say you are wrong there. The majority of the drivetrain is XT and, while we cannot fault them for speccing the ever-incredible XTR cranks, the only other XTR part on the bike is the lower-priced, clutch-less mech. We would prefer to see this bike come with XT throughout and the money re-invested in a clutch mech and dropper seatpost, the two things that nearly ruined the bike for us. As it is, it feels a little like the XTR was added to show off in the car park, more than for what it can do for you out on the trail.
The Mavic Crosstrail wheelset was as solid and as good as ever. However, it's hard to know what to say about the tyres mounted on them. When they were rolling we became rather fond of them. They don't provide much grip, which means you need to adjust to them, but once you're there, they are some of the most fun tyres we have used in a long time and meant we spent a lot of time going sideways. If you are after a serious tyre, there are obviously grippier options out there, but we really liked these tyres for this kind of bike. However, they weren't problem-free. They are clearly marked as tubeless-ready, but we had a lot of issues running them tubeless. Initially the rear one didn't hold air well and when we put higher pressures in, the sidewalls were so thin the latex was forced through them. Further down the line we holed both front and rear, resulting in a faceful of latex and much swearing trailside.
One component choice we have to mention are the brakes. In the past we have had what can be best-described as mixed experiences with Formula. The set of R1s on this bike were nothing short of fantastic - they had a wonderfully positive feel to them, delivering plenty of power in a very manageable way. We were also pleasantly surprised by the stock grips, which turned out to be rather comfortable.
Out On The TrailClimbing: The first thing we noticed when we get on the bike was the short top tube. It came up a good 20mm or so shorter than we would have expected. On long climbs (half an hour-plus) we could feel some lower back pain, so if you are thinking of doing big rides on this bike it would be worth looking at going a size up from where you normally are. With the shock set into 'Trail' mode it didn't hang around, we never felt the need to go into Climb, getting the job done quickly and efficiently. As the stock gearing was 2x10 we took the moral option to refuse to use the granny ring (we would have pared it down to 1x10 if we could have mounted a chainguide). Pushing a 36-tooth chainring seemed like it might be a bad idea at first, but once we got out and rolling it became clear that, mated to the 11-36t cassette, it was all you needed on this bike. When the climbs got short, steep and technical, it made tough going feel like light work. Power transfer to the back wheel felt immediate and there was little noticeable bob; traction was always easy to find. The feather-light Schwalbe tyres helped greatly with this and was one of the reasons why, despite our problems with them, we were loath to swap them out for something more sensible.
Descending: This is where the bike came into its own. As soon as the ground starts to drop away from you, this bike comes to life and that short top tube makes complete sense. On serious descending a longer top-tube is beneficial for stability, for sure, but for going into the woods to dick about, the shorter length means you can move around the bike easily. The game is very different compared to a longer-travel bike, you have to be much more precise with your lines and the bike allows you to move to where you need to be to hold them. This paired perfectly with the 67.5 degree head angle and low-ish bottom bracket, striking a nice compromise between some stability, but keeping the bike lively enough to be fun, even if the trail lacked gradient. Short, 428mm, chainstays gave the handling an immediacy that was much appreciated. Throw in the flexy fork, silly XC tyres and a big bar and stem and you have a recipe for a hilarious bike. What you end up with is a lightweight bike that you can work to stick almost any line you choose or pop off anything and everything.
Don't think all this means the bike isn't capable when the going gets ugly though. To shoot the photos for this review we took it to the test track we'd rode previously for the Santa Cruz V10c launch as the light is always good there. It's fair to say that this bike scared us. The way it picked up speed on rough terrain was just frightening and with short travel, a light build and trail geometry there is virtually no room for error as you skipped through the jagged rock stumps. Picking your lines carefully you felt like you were blasting down there like a hero, dancing on the edge of complete disaster. The reality was almost definitely less dramatic, it probably just felt fast as it was so sketchy. There is no doubt that the V10c was lot faster, and a lot safer, on that kind of terrain, but the little Lapierre was arguably more fun.
Our biggest gripe descending is the shock. It just felt like it needed more support in the mid-stroke. With this kind of light bike it feels like it should be popped off things at every opportunity, but at times it felt like you had to work against the shock to do that. As for the Pendbox system? There isn't much to report. It works well enough and the bike did pedal well, we wouldn't argue with that for one second, but there are other systems out there which work just as well without all this complication. In our experience, more parts equals more things to go wrong and a bigger bill when it comes time to replace them. Most of this frame is beautifully-designed and in comparison all that fuss around the bottom bracket detracts from how pretty this bike is. For years the Zesty and Spicy have used a much simpler four-bar system which worked well and we are struggling to understand why they have ditched that in favour of the Pendbox.
Pinkbike's take: | We like this bike a lot and will definitely be a little sad on the day the courier comes to return it to Lapierre. It has been an enormous amount of fun to spend a winter ragging it around the local woods. However, we think whoever is responsible for speccing it needs to come out and ride a bit more often as some of those choices nearly ruined the bike for us, it almost feels like they don't want people to get the most out of the bike. It desperately needs a dropper post, a clutch mech and ISCG tabs. Add in a wider bar and shorter stem and you have the recipe for a bike you can sprint up the climbs on and giggle all the way back down again. Although, if you are thinking of doing longer distances on it, it is well worth trying a couple of sizes to make sure you get the best one for you. -Matt Wragg |
www.lapierre.co.uk
Best reply ever! haha
Also if he did spec it with a clutch RD, he could put a top guide on the front with a 1x10. Comme ca: bythehive.com/e-thirteen/xcx-cross-country/xcx-e-types3
And since when is a thomson seatpost not trailworthy? All these pretentious reviews are funny to read, but misleading....hire some people that can write some unbiased opinions and not spout off a bunch of bs in their advertis......I mean reviews
They should leave the innovative suspension design reviews to RC as he's the actual bike designer with the thirty years of suspension frame design experience/knowledge and leave the "hey this jersey is bright and costs $75" stuff to the others.
You'll notice that under contacts there are only four "Writers".
You guys really idolize these reviewers don't you? Theyre just a bunch of guys who aren't good enough to make the big leagues as riders, and not good enough to get better writing jobs. They're just mediocre at everything.
You clearly have contempt for the "average" guy eh?
I don't dislike avearge in any way. Most of the world is average, which is why they call it average. Just a little bit of critical thinking shows how poorly written these reviews are. Writing is a huge part of my job, and this stuff stinks.I am certainly not alone in my views here.
Silocycle, trolling much? Taking little bits of my posts and using them out of context? These reviewers have no credentials. If they were good at what they do, they would have been hired by someone either as a test rider, racer, freestyler, or writer. Its just fact. They're reviewing products for an online forum. This is the bottom of the food chain in terms of professions in the bike biz.
Me cynical?
www.pinkbike.com/news/The-Argument-For-Short-Travel-Bikes-Opinion-2012.html
www.pinkbike.com/news/The-Argument-For-Long-Travel-Bikes-Opinion-2012.html
Clearly Matt Wragg, and it seems everyone these days, got caught literally "in the middle".
I own a bike that fits ( at least thats what they said) in the category of the bike that is being trashed, bought on trail and online. It has 120mm of travel(Reba), came with a 70mm stem, a ultra wide 640mm handlebar, no drop seatpost and God forbid a 3x9 XT drive train. It was a dream of a bike, I rode it everywhere, uphill, downhill, even bought a second set of wheels and threw in a pair of city tires for some road and commuting. I was pretty happy with my bike. Then I started riding with a friend that owns a early 2000`s beast of a DH rig, I rode it once down one of our trails and I was blown away with the performance of the bike. Still, I resisted the urge of buying one such bike for myself at first, but the damage was done, I bought knee and elbow pads, I got a shorter 50mm stem, wider bars, and by wider I mean 685mm. All of a sudden I`m looking at ways of turning a XC/TRAIL bike into a FR/DH ( notice how I left the E word out, I didnt now what that was back then ). I bought stronger wheels, 2.35 tires, but it just was not the same thing, so, eventually I bought a second hand FR turned DH bike, and put my precious aside.
After one year of riding my FR/DH bike, I feel that my riding skills have improved a lot in terms of speed and technical riding.
Bottom line I have more fun riding my small bike like it was a big bike, and for the looks of it so does Matt Wragg.
Puppets aren`t we ?
A degree in English doesn't get you much. Its like a general arts degree. It doesn't mean anything. At the Masters level is where credibility comes in, or significant accomplishments. If it meant something, or there was accomplishment to back these guys up, then these articles would be written more intelligently, not in terms of sophisticated language, but in terms of actually thinking the review through, and writing a cohesive article that is at least on topic. This guy reviews a lightweight trail bike that was built with a focus on weight reduction, and complains it is sketchy on a DH course. WTF? Any 12 year old could have given him feedback that he missed the boat. This level of writing would be considered complete incompetence in my world.
You believe what RC says? Now I know you are out to lunch. I found everything RC writes only applies to a small area in Cali. I think he should have stayed with Mountain bike fiction..
I personally support none of the recent reviewers and journalist. The quality of journalism on PB has gone way downhill lately.
Also consider the flow of the article, read it back to yourself out loud and think about where it might be better to have connecting words/conjuctions (and, if, but, whereas etc.) instead of a new sentence. Try to avoid repetition and use of tropes: "So where has this progression come from? First and foremost I believe this is from technology." As part of that, it's worth thinking about the tone; is it necessary to say "it is" or is "it's" ok for this kind of article (I think it is!)
Perhaps most importantly it's important that every time you have a statement to make that you have something that backs it up - P.E.E. (Point Evidence Explain). This is a trap that so many people fall into when they start out writing and the kind of thing you'll see all of the place on boards like PB. The overall structure is great and the anecdotal introduction is really nice. I hope that helps and that I'm not being too critical!
Fox gets by to a large extent on the name/reputation and the perception that "made in the USA" and a high price tag is automatically better. And while pro racers have pro-mechanics to do custom tuning for them, in terms of out of the box performance for the everyday customers (which are the bikes and forks that magazines get to test), they're only average among a large field of suspension brands. You want to read one of the euro magazines like Mountain Biking UK, which has the staff and resources and clout to gather say 15 forks for a test and compare them head to head, over say a review here on one fork, or over at MBA on three or four at a time. In MBUK's big product tests, the winners usually aren't the most expensive models of whatever category they're choosing for that month's big test article. In the Jan 2013 issue for example they did a big drivetrain group test (derailleurs, chain, cassette, shifters) of the latest from shimano (Deore, Zee, XT, XTR, and SLX) and SRAM (X5 thru X0 and XX1). The rankings from bottom to top in order were X7, X5, X0, Deore, X9, Zee, XT, XTR, XX1 and the winner was SLX (actually won the overall test and was the value winner too).
You are a bit of an angry camper. Do you have personal relationships with the reviewers? You seem very bent on supporting them.
Maybe you have a reading comprehension problem? The AM offering is the zesty, but the call it marathon/enduro. There are two bikes in the category, the trail X-Flow, and the enduro Zesty- Trail/AM. Get it- one of each.
.
Come to think of it, why aren't you writing these reviews willie1"?
I have a great career in a field completely removed from the bicycle industry. I couldn't imagine giving it up fior this gig.
In your view this is where the worst writers come because they can't do any better, which begs a question. Why are you pissed to find it the way you do? Why come to a place like this? It's below your standard.
More on topic: It's a good looking bike that would inspire me to ride it harder than a XC setup, I don't think his inclination was all wrong. I think it highlights the divide between the discipline of XC and what most mountain bikers actually do with their bikes, try to ride up and down the biggest challenge we can find - for fun.
Willie1", with your analytical powers, what should a person do with this bike? What type of clothing should they wear, and goddamit what kind of pedals should he use.
Matt has failed us, I want my money back.
My Mustang is terrible at offroad. The Michelin Pilot tires slip like crazy in the mud. I ripped the muffler off every time I tried to drive over a fallen log. Needless to say, the car scared the crap out of me.
Totally useful, isn't it?
I'm having trouble picturing a day on the trail where this bike would be more desirable (stock) than a true XC rig. Furthermore, if I was out for a rip that you might consider AM, the stock setup would be left wanting for the changes outlined in the review.
It would be interesting to have this bike tested by a XC rider, I believe you'd see changes made in the other direction.
I get it that you thuink Matt is an Idol or something, but most of us don't agree with you. Why don't you and Matt get together and tell each other how great you each are, and how doing a good job is too hard. "All these A-Holes on PB are being so mean to Matt, and they won't listen to me defend him!!!"
That made me laugh! The RMB Element is actually a pretty popular Shore bike here, especially when 'bastardized' with a longer fork.
Anyway, carry on, I'm off to work....
The Element is a popular shore bike. Would you compare it to a V10-c? Let me guess, it isn't as stable, the fork is flexier, it feels like it runs out of travel before the V10-c as well. Rocky must have been crazy to spec the bike like that. What were they thinking holding it back and ruining it? See, I can make sense just like you guys.
Re: the gift horse: a turd is a turd whether it is free or not. Based on the negative propes, I assume you don't want the V10c evaluated as a trail/XC bike? Its a great idea to push a bike outside of its element to see what flaws it will have. Oh yeah, I can guess it won't climb well, the front will wander, the reciprocating weight will be horrible, and the turning radius will be too wide. It will bob more than a shorter travel bike. But, when I use a longer stem and lighter tires, it won't work downhill. See I can write at PB standards!!!!
I asked you to describe what you think would be the ideal day on the stock bike but you just fire nonsensical rational or insults in return.
This bike is closer to AM/trail than XC. (Although it falls short in both)
Most everyone has come to the same conclusion so I'm asking you what you would have done differently. I'm interested in what useful things you have to say -not how good you are at being a douche.
You bash that the chain came off on what kind of trail?
You holed the tires andddd again, on what kind of trail?
Buddy, this bike is a long travel XC bike. Not a AM bike. Not a FR bike. A long travel XC bike. lol
1. The bike has a thru axle on the rear, not very XC.
2. It has the routing for a dropper, but they cheaped out on a 6k bike? Also not very XC.
3. Weighs 25 pounds with no pedals. Carbon bike with 120mm and 25 lbs( sans pedal and dropper). To set up the bike up would add 2-3lbs. 27-28lbs on a XC bike?
4. The XC tire trick is a marketing gimmick to lower the weight of the bike. My HD came with XC rubbish too.
As for the knee pads, he may have been testing them out for a future review.
IMO, the author used the principle of generosity: he tried to set the bike up to ride the way the frame designer wanted it to ride, based on the rider's experience with similar bikes.
This bike seems to be a tweener, and an expensive one at that.
look at lapierre website. X-FLow is not XC bike . for XC there is 29er XR and X-Control.
the X-Flow is in same category as Zesty - trail/AM .
2. Its sold as a XC trail bike, but a lot of riders who do XC don't need (or want) a dropper post, or the weight that comes with it. But some do so they put routing for a remote for one. Its an expense though that adds to the price tag in such a degree that they've have to cheap out someplace else if they wanted to keep the price point the same.
3. No bike sold today other than stuff around the thousand dollar or less price levels come with pedals (and then they're usually just cheap platforms), and they weigh them as they get them for the reviews, and weighing without pedals is now the industry wide accepted practice. Also since there are literally dozens of brands of clipless and platform pedals and models that invididual riders might choose to use, comparing bike weights without pedals makes more sense than with, since a bike with say Eggbeater 11s with all the titanium trimmings is obviously going to end up lighter than the same bike with the XTR trail pedals. But even the SPD pedals we used 20 years ago didn't add two pounds to a bike's weight, and most XC riders today are running pedals that are under a pound for a pair.
A dropper post AND pedals will add 2-3 pounds.
The bike weighs 25 pounds before you add these.
The Ibis Mojo SL-r weighs less than this, has more travel and cost the same. Therefore this is not that light of a bike.
If we do some research on this bike, we find out that it was designed by Nico Vouillez. A downhill racer, not an XC type. ( per distributor Martin Astyn, who rides his X-flow with a dropper)
The head angle is 67.5, hardly a XC angle.
Speaking of the headtube, it comes with an all mountain handle bar( Easton Haven), again not XC.
Finally, if you go to their website, they even have it listed under their all mountain section.
P.s. if I ride the article correctly, the author only used the DH trail for the photoshoot and not the test / review of the bike.
Edit - Actually I will bite on one point. Give me a list of all the XC race bikes that have a 66 degree head angle. All the bikes you listed in another post to me all had steeper angles and / or more travel which made your comment null and void.....
Just look at the lapierre site. All of the XC models have an X in the name. The X-Flow would have been an XC /trail bike, except it was designed just before the market started abandoning 26" wheels in this category. They had to lump it in to a category it really doesn't fit, because of the wheel size.
Come on, just one. One XC race bike with a 66 degree head angle. That's all I ask
Just checked competitive cyclist website: $ 6k for the bike with XTr.
Again, lighter , more travel , same price.
As to the Ibis website and its 22 Ibs with XTR...with what OTHER parts. According to the Bikeradar review of it, it was 22.92 pounds WITH EASTON CARBON XC90 wheels... the Ibis website has a bike builder program that lists all the part options and prices for completed builds, and the basic most SLR with an XTR group but no dropper post and still no pedals is nearly $7200USD. With the Carbon wheels that are needed to hit that sub-23 pound target the price is over $9k.
All mountain and trail bikes are often lumped together( Lapierre website, for example).
Hard tails and XC are often lumped together.( many pro's race XC on hardtails).
But you seem to think that trail and XC are the same thing.
The general definition of an all mountain/ trail bike is slack geometry and around 5-6" of travel.
A XC bike is typically up to 4" of travel and has steeper geometry to increase climbing ability.
Specialized Epic, 100mm of travel, it's their best XC bike.
Gt just launched their XC racing team, they're racing on hardtails( Zaskar carbons).
Apparently, the bike companies don't know anything either.
The Epic is 100mm travel because its a TWENTY NINER now... that's it. They do not make a 26er Epic any longer. The bike companies by and large DO know how to list bikes, the problem is that they're expecting to be having customers who have kept up with the times, or at the very least, can READ the specs listed in the catalogs without having their hands held for them. As to the GT XC team racing hardtails, what's that got to do with a full suspension bike discussion ? You can clearly regurgitate stuff from the internet that others have written for you, but can you come up with anything of your own ?
When a manufacturer labels a part ( Easton handle bars) differently than you do than you claim that it can be used for something else and therefore is something else.
When a manufacturer uses numbers that disagree with yours, it is because the wheel size is different, or some other excuse.
As for me: I mountain bike. I have one bike. I ride it for everything. It has a slack head angle, 2x10, thru axles , carbon fibre, a dropper, a shorter stem, longer handle bar. And yet I am unevloved according to you.
As for me regurgitating from websites, most people would view that as evidence in support of my arguments.
You on the other hand, " skip thru the bulk of the review" and then try to argue with people, who took the time to read the entire review and agree with what the author was writing.
Keep it up with the Ad hominem attacks.
Deeeight, you still haven't found me an XC race bike with a 66 degree head angle, and now you are saying that XC bikes have the same geo as DH bikes from 5 years ago! Now you have to find me an XC race bike with a 64 degree head angle!
www.orangebikes.co.uk/brochures/original/brochure_2005_screen.pdf
Sooo.....this XC race bike with a 64 degree head angle.....lets see it.....
It also occurs to me that the bikes we love actually evolved from guys trying to ride lines that their bikes weren't intended for.
Although now the trC can be used with 34 fox, 35(or 33?)xfusion etc.
With a 120 travel shock, im sure your always going to be feeling like the rear is lacking in one part of its stroke.
This is clearly an XC/Trail bike...and should be reviewed as one. With the short travel and low bottom bracket, I can't see ever wanting to bash it through some rock gardens or tackle some really steep technical terrain.
I can see what they have done there, and it's quite clever in fact! But in my opinion it is far too complicated (five links) for that the BB only moves 5mm in total; even if that is all needed to improve the suspension efficiency.
To use Rocky Mountain as an example again, their Element platform has pretty much always been a full suspension XC racing model, and its now has 120mm of travel (with 26er wheels or 95mm rear travel with 29er wheels) and they have a more all-round 29er XC model with 130mm travel called the Instinct. But for "trail" riding they now have the Altitude with 150mm travel and 650B wheels (which totally replaced last year's Altitudes which were then called XC Marathon and came in 26er and 29er flavours). There was a time though that DH bikes with 120mm of travel were considered overkill and XC bikes had at most 75mm of wheel travel, but that's ancient history now to most people. Bikes evolve, and so do the riders who enjoy them. Sometimes a brand evolves with them and sometimes they fall behind. Its clear from this particular bikes design and build kit, that Lapierre is behind in evolution.
This is basically a bike that missed the next evolutionary step. I would happily trade in my Moje SL for a 120-130mm trail bike with 650b wheels when it is time to upgrade. As a trail bike the Mojo is awesome, but with the bigger wheels I could get by with less travel.
Sexy none the less
www.lapierre-bikes.co.uk/mtb/cross-country-marathon/x-flow/x-flow-712#onglets
The link to the 2013 model:
www.lapierre-bikes.co.uk/mtb/trail-all-mountain/x-flow/x-flow-712#onglets
I think its about time PB has a writer that's into 'XC' because this bike obviously isn't for the gravity segment and its hardly even in the AM realm either. Its an XC/trail bike. not a trail bike/AM bike. And funny how the last 2 pictures makes the bike look awkward in the picture. they should have used an enduro bike for the last pictures for that trail. knee pads on an XC/trail bike, really? or is it simply being used for something it isn't meant for?
I kinda liked his blunt assessment of the bike, given the kind of riding he's putting it through. Maybe all lightweight trail bikes should be built all mountain tough? That would make them fun as hell.
26 looks and performs so much better. Travel is more suited to a gravelroad scenario only.
Getting a little bit of (supposedly very very evil) chain pull in a single point rear is less of a problem than having to deal with lots of bearings on flexible axles in a flexible four part rearend.
Also FYI, "lapierre.com" is not the website for the bicycle company. You want "http://www.lapierre-bikes.co.uk/"
Brothers???? I would say sisters.