Saracen Myst Downhill Racer Review

Jun 8, 2011
by Alasdair MacLennan  
Saracen's 2011 Myst downhill racer offers the same chassis that its pro-team is campaigning on at an affordable price and with an impressive spec. Saracen's name has been absent from the world of high-end bikes for quite a while, but now that they’re under the management of Madison in the UK, that is changing. As this feature test of Saracen's latest downhill design indicates, there is a vibrant, youthful energy lighting up the brand Saracen has a new World Cup team on the go, and the Junior Women's World Cup Champion on board in the shape of Manon Carpenter. With a strong presence on the UK national circuit and a debut on the World stage, the 2011 Myst will be a competition-proven veteran as we report Pinkbike's test results. We got some solid trail time during some inclement weather and quickly got to grips with what the bike was doing - and we can happily report that Saracen's Myst should give new hope for cash-strapped downhill competitors. Read on to see what we think of the bike that Team Saracen is currently campaigning with.

Saracen looks to bring top end performance to the game in a more affordable package with the Myst downhill racer.

Inside the Saracen Myst
First impressions count for a lot, there’s no doubt about it, and here the Saracen Myst scores highly, for not only is it a downhill bike that looks good and one that riders will want to own, it is also a bike that more riders than normal will be in a position to afford. The bold colors and striking chassis design look great, and with its $3783 (£2299) asking price, the Myst could give you big bang for your buck.

Massive sealed bearings and sturdy construction should have the Myst shrugging off abuse through many seasons of racing

Myst Frame Features:

- 37-millimeter main pivot bearings
- 28-millimeter linkage bearings
- Integrated hardware
- Tapered head tube
- Rear-wheel travel - 203 millimeters
- 150x12-millimeter through-axle dropouts

Myst Frame details
Let’s run through the basics in order, starting with the all important frame - a single pivot design with a linkage driven shock. We didn’t get a weight for the frame only, but given that the full build seen here comes in at a shade over 41 pounds it’s not going to be the heaviest frame around by a long shot. The geometry is all pretty standard fare, nothing too out of the ordinary, and comes very much within the accepted norm for a modern downhill bike. Large bearings on the linkage and even larger bearings on the main pivot show that if it hasn’t necessarily been designed with the UK privateer in mind, it’s certainly designed to stand the test of time in the worst of riding conditions available. This is a pretty critical part of any bike's arsenal, for alongside the angles, the performance of the bike as a whole can be greatly influenced by the performance of the suspension units fitted. Thankfully, the Myst has both front and rear bases well covered, especially when you take into consideration the constraints encountered in getting a bike built up and in the shops at this price. At the front is a Boxxer RC fork, which is simply the new name for last season’s Boxxer Race, and at the rear is the Fox Vanilla R shock. Both are fine units with the basic adjustments needed, despite some riders' opinion being that they are low rent and therefore inferior to the higher end products available. Less adjustable and more basic in their operation they may be, but given advances in the internals, these are still easily the equal of top end products of just a few years ago once you have them dialed in.

The Myst uses a single-pivot swingarm and linkage-activated shock to control its 203 millimeters of rear-wheel travel.

The Myst is full of neat touches, from the Saracen embossed into the head tube which simply looks trick, to the 5 and 6-millimeter opposing hex keys which are required for the shock mounting hardware. It’s not uncommon to find this now, but it shows that the company has concentrated on the little things. After all, it’s usually easier to find two different sizes of hex keys rather than two of the same. One little niggle that we came across was the need to undo the brake hose to remove the brake as it runs between the forward shock mounting plates to keep it neat, tidy and tucked out the way of damage. For the average rider this probably won’t ever be an annoyance, but if you keep spares ready to go at a race it means that swapping a brake is a little more involved than it could be. Plenty of other manufacturers do this too though so it’s hardly a hanging offense and it serves to show that different riders appreciate different details. The rear derailleur hanger is thick, but replaceable should you bend it, and the rear axle is a simple affair that screws directly into the drive side of the frame. The large sealed cartridge bearings should keep spinning smoothly through a lot of riding too. One other downside we noticed, although not one which affected us, was the provision of only Medium and Large sizes. This is a shame as a lot of small-frame and younger riders would be potential purchasers of this bike, and a Small in the range would certainly open up the bike as an option to them

The simple, but sturdy, 12x150 millimeter thru-axle threads directly into the frame. Replaceable threaded inserts at the pinch bolts are a nice touch.

Being spoiled like we are, with some of the best kit, it’s very easy to get blasé about the performance that top line components offer. Sometimes it takes a ride on something less expensive to remind us that there isn’t really much in the way of bad kit out there these days. The Myst features an Alivio shifter matched to a Sora rear derailleur. This certainly isn’t a high-budget offering, yet it provided decent shifting and was reliable throughout our test. The cheap rear derailleur, in our experience, is more susceptible to damage than its more expensive counterparts, but that is to be expected and the Sora changer is easily upgraded to something tougher. Although the shifter felt like it contained a little more plastic than a Shimano XT or XTR, let’s face it, it does! It’s not a problem though, for despite lacking the double tap of the top shifters, it performed well and shouldn’t have any issues surviving abuse. Just bear in mind that to keep it performing at its best a little more TLC may be required. That the bike comes with a road cassette and short rear derailleur shows Saracen is listening to what customers want. The FSA GAP cranks and Gravity chain device performed faultlessly too. In fact, the only criticisms that could be leveled at them is that they are a little heavier than some options, but considering the bike's likely buyers, the balance between cost, strength and weight seems well judged. Steel pedal inserts in the cranks should help keep damage to a minimum from any pedal strikes as well.

Release Date 2011
Price $3783
Travel 203
Rear Shock Fox VAN R
Fork Rockshox Boxxer Race / 203mm travel
Headset FSA Gravity SX Pro
Cassette Shimano HG50 9-speed cassette 12-25T
Crankarms FSA GAP MegaExo DH 36T 170 mm
Chainguide Gravity Guide
Bottom Bracket FSA BB-7000
Pedals Alloy MTB
Chain KMC Z99
Rear Derailleur Shimano Sora RD3400 Short cage
Shifter Pods Shimano Alivio M430 Rapid Fire 9 speed
Handlebar FUNN Fatboy 750 mm wide / 15 mm rise
Stem FUNN RSX MKII Direct mount
Grips Saracen Lock-on dual-density grip
Brakes Quad Deuce 203 mm pulse rotors
Hubs KT Sealed bearing
Rim Saracen DH 36 hole
Tires Maxxis Highroller 26 x 2.5 inch
Seat WTB Silverado Comp white
Seatpost Alloy Micro-adjust / 30.9 mm

Yes, the hubs are clearly from Taiwan and come with a fairly no-nonsense Taiwanese name marked on the body to prove it. But is Taiwanese bad? No, of course not, and in the case of these they are actually a very proven design when seen under a different name. One might even say bombproof. At one stage the RRP of wheels using these hubs was touching £300 and have been used by many UK racers for several years without issue. That said, the freehub will need an occasional service and clean to keep the engagement feeling sharp and prevent the pawls and ratchet from wearing prematurely. It’s all easily done though, so not something to worry over. The Saracen branded rims are laced to the hubs with double butted spokes, and comparing the wheel with another which has been built using an MTX29 shows that the Saracen’s rims aren’t overly portly (we calculated 570 grams). As with everything else these components all help to keep the price very reasonable while still returning solid performance. And if you do dent a rim, or more accurately, when you do - it is a downhill bike after all - it’s easy to put something different on there, either stronger or lighter. All of this is wrapped in Super Tacky dual ply High Rollers from Maxxis with some lightweight tubes to keep the race ready aspirations of the Myst reinforced. Race ready tires, a set of race proven wheels; the spec sheet here is certainly more than capable.

While the stock wheelset may not be that glamorous, it proved to be sturdy and reliable.

A combination of WTB and Funn gear finishes off the bike. In fact, the only non-branded item among it all is the Saracen labeled seatpost, and even that manages to fall in at a decent weight. The Funn direct mount stem and Full-On 750 mm bars are right on the money and are products with a World Cup winning pedigree earned just a few years ago. They’re a nice shape, wide enough for the vast majority of riders and aren’t particularly heavy, and although the stem isn’t as low as some of the more recent offerings it’s still as good as it always was. The headset is a Gravity unit and while it is smooth it will probably need the odd re-grease to keep it running like that through the worst of the UK weather. The biggest negative that can be said about this is that the top cap is nearly an inch tall. Great for giving some front end height, less good when the trend is for low front ends, but it’s not the end of the world though as there are a few options to reduce the stack height on the tapered headset.

The ride
Of course, the ride is what separates bikes, regardless of price. This is also where we were really surprised - despite the great kit, there was still that niggling suspicion that something was going to stop it performing, preventing it from competing with the big boys. But that just didn’t happen. There will always be riders who don’t get on with a bike, but in all the time we rode the Myst it never missed a beat and impressed, tackling all manners of terrain without fuss. In the car park it’s possible to find flex in the back end, but it wasn’t particularly noticeable on track, and it certainly wasn’t worse than what you would find on many other, vastly more expensive, downhill bikes. The chainstay length is quite long, which helps stability, but the head angle isn’t overly slack, which, combined with the progressive rear suspension, means that it tracks well, feels stable over the rough and yet nimble in the tighter corners. In short, we came off a Mk3 V10 that had been raced across Europe, ridden in anger and is a bike we have the utmost confidence in, so jumping on the Saracen should have felt like a significant drop in performance. But it wasn’t and it certainly didn’t leave you feeling that the whole bike costs several hundred pounds less than just a V10 frame on its own.

Manon Carpenter coming into the rocks on her Myst. Keep your eyes peeled for an interview with this quick Welsh lass soon.

The duty of slowing the bike down falls to Quad Deuce brakes. Although not necessarily in the power league of the big guns, we never felt like we were running out of brakes. They offer good modulation and aren’t overly grabby which at some points leads you to suspect that they are less powerful than they really are. Full-size 203 millimeter rotors front and rear will help the power, no doubt about it, but they also offer increased fade resistance on longer tracks for those riders who like to drag their brakes. It’s perhaps a bit of a cliché, but this is a big track bike and the brakes should have no problem in keeping up with the rest of the bike, even if conditions deteriorate despite them not coming from one of the big players on the market. The only real downside we encountered was the inability for the brake lever to come in enough for those with smaller hands or who like to run their brakes close to the bar. The brakes, as well as being powerful and controllable, offer a bite point adjuster which sits around the piston and allows you to tweak how far the brake comes in before it bites, independent of the actual reach.

The RockShox Boxxer RC fork performed quite well during the test. Having raced the same fork labeled as a Race for the best part of the 2010 season I am in no doubt of its potential performance. It features a stiff chassis, along with controlled damping that is easily adjusted for both compression and rebound. Compared to the last generation Race this is a real step forward. The stock spring is perfect for the average 65-75kg (143/165 pound) rider, but is easy and cheap to change if that isn't the case. At 79kg, I’ve been running a firm spring to keep the front end height more stable, which also has the added advantage of taking the onus off the damper preventing excessive dive and as a result means that compression is smoother with reduced spiking on the harshest of hits. The compression damping uses the older Motion Control arrangement from the last generation of Boxxer minus the floodgate adjustment, but this isn't a problem, especially at this price, and it still offers more than race worthy performance. Put simply, if you’re running this then you can’t blame the fork for a lack of pace.

Jack Geoghegan racing hard at Nant Gwrtheyrn aboard his Saracen Myst.

Now look rearwards and you'll see the 9.5 x 3-inch Fox Vanilla R driven by the bright red linkages that produce a rising-rate suspension curve. The stock 400-pound spring will suit the average rider well, but if you're either heavier or a hard hitter you'll possibly want to look at fitting a 450-pound spring like we did (at 79kg fully kitted up) to reduce the sag a little and prevent the bike using all its travel too readily. That said, even with the 400-pound spring we never once felt that there was a harsh bottom out which says a lot for how controlled the linkage curve is. With rebound adjustment only, this is another component which some might say is basic, but at the end of the day it can be set up to work just as effectively as most top end shocks. Granted, this may require some internal tweaking to the shims and a reposition of the IFP at the hands of a suspension tuner, but given that even top end bikes will benefit from the same it evens things out.

Due to the large oil flow offered by the Vanilla R there are many who actually prefer this shock as a base from which to work anyway. Unless we were really pushing it we thought it performed well, only the high speed and thus nonadjustable rebound being a little too fast for our tastes on repeated large hits. This wouldn’t have been helped by the stiffer spring we fitted, but we reduced the negative effect by pushing our weight further back. It’s worth pointing out that we do like a slower rebound than most and in any case this could be easily amended by the aforementioned re-valve - which would enable a softer spring to be used to lower the center of gravity slightly and improve traction over the lighter damped, more heavily sprung option. However, for most riders the stock arrangement will feel perfectly controlled and more than suitable.

Madison's factory looking setup at Nant Gwrtheyrn.

bigquotesWould I be happy to race it? Emphatically, yes. I would probably change a few components over time to my own preferred tried and tested kit, and would pull the shock apart for a bigger shim stack as we mentioned earlier, but there isn't one component that jumps out as needing to be replaced to make it race worthy. And for the guys at Saracen, that is one hell of an achievement. - Alasdair MacLennan

Madison logos lined up in the pits

Pinkbike's take
By riding this bike you'll leave a whole load of cash in your pocket for an all-mountain bike, coaching days, more races or simply an extra week in the alps for your summer holiday. That the frame alone (albeit with RC2 rather than the Vanilla R) is £1399 shows just what a bargain price you're getting the full build for. The sport of downhilling may be an expensive way to ride bicycles, but we can’t help but feel that this will really help bring new blood into the sport by providing a bike that is race worthy, but at a price affordable to a greater number of riders than downhill bikes have traditionally been.

Check out the Saracen website to see their entire lineup.

You’ve read what we have to say about the Myst. What do you think? Have you had the chance to ride one? Is it the downhill bike of 2011? We’d love to hear what you have to say, so leave your comments below.

Author Info:
cloverleaf avatar

Member since May 26, 2003
178 articles

  • 14 0
 "One little niggle that we came across was the need to undo the brake hose to remove the brake as it runs between the forward shock mounting plates to keep it neat, tidy and tucked out the way of damage. For the average rider this probably won’t ever be an annoyance, but if you keep spares ready to go at a race it means that swapping a brake is a little more involved than it could be."

Surely if you were bolting on a new brake and were in a hurry you would just route it on the outside of the shock mount!
  • 3 0
 On mine i just threaded the lever through the shock plate, yes i did have to remove the shock, but i never saw it as a problem!
  • 2 0
 its the same with the 09 Commencals, you have to route it through the frame and remove the shock when doing so, iits not that much of a problem seeing as i'm always removing the shock to replace the bearings :/
  • 4 0
 Any one of the millions of people who've had an Ironhorse Sunday will have done the same thing, so if anything it isn't much of an inconvenience over a lot of other bikes.
  • 2 0
 tbh LOADS of frames have that problem. its a barging race bike no doubt, looks nice too! but it could do with a better shock.
  • 2 0
 this isn't the only bike like this. older oranges are wonderful for this problem, god help you if you have to replace a hose it runs through the swing arm with virtually no guidance. however, having said that, cable ties are a wonderful invention.
  • 3 0
 I stand by that comment - if for whatever reason you need to remove the brake you're required to split the system first. If it's fitted outside of the shock mount you don't need to do that, all that's required is for a few zipties to be snipped. It's not the biggest drama in the world but all things considered, given the option I would rather see it on the outside for ease of swapping out.
  • 10 0
 The team colours make it look soo much better
  • 1 0
 I had the same thing on my Morewood. Its a bit of a pain when you want to take the brake off and suddenly find it wont pass through the two plates on the frame where the upper shock mount is. Hind sight is a wonderful thing now but it p**sed me off when I was in a rush to swap a load of parts over didn't really need to be bleeding two sets of brakes to keep the look of the bike and have a working secondary for another bike.
  • 13 0
 This article had some strong points, and some weak points. I liked how the article provided more detail on some of the lower-to-mid-range products, without a biased preference to the high-end gear. While the article did discuss the performance of individual components, there was simply not enough information about the performance of the bike itself. How does the sizing feel on a comparative basis? How did the bike handle in the turns? In the rocks? In the air? What does the bike feel like? Nimble and sporty, or heavy plow? How active is the suspension? How does the bike handle under braking?

When I read an article like this, that appears fails to answer such important questions, it leads me to suspect that the article was either quickly/poorly prepared, or, was actually intended more as an advertisement.
  • 2 3
 thats an unfair comment. Alisdair had the bike for a couple of months and was likend to his Intense... Shame you're not in the uk and then you could have had a try of one.
  • 1 1
 I'm sorry, piebloke, I don't understand why you're saying my comment is unfair. Could you elaborate?
  • 2 0
 Stever is perfectly correct, however technically proficient in communicating design intricacies the author is, he slightly misses the point in summarising how the whole assembly felt and rode like. Piebloke can fairly point out the the author had the bike for a while, but this statement should be very apparent from the text shouldnt have to be pointed out!

Ive got one on order after having test ridden one for day at Innerleithen, and can say it felt far more confident at speed than my previous and much flashier 2010 Glory 0. It measures up (geometry wise) exceptionally similar to a Supreme DH.
  • 1 0
 Hey Stever. I know Alasdair rode the bike a lot so I felt suggesting it was intended as an advertisment felt unfair to Alasdair - he spent an age pulling the info together, running the bike back to back with another, ect. Lets face it. All the reviews on here are an advertisment of some kind - good review, good publicity - bad review, can-of-worms. Cheers.
  • 2 0
 Well, actually, I'm going to have to agree with you, my criticism may have been a touch brash. It's obvious, given the length and detail of the article, that Alasdair did take some time putting it together. Whether or not it's advertisement, or an unbiased article, I can't say, but yes, it's clear from the article that Alasdair did spend some time on the bike.

But, I still say that this article is incomplete. For example, there are 2 whole paragraphs discussing how the Fox Van shock is good enough to get the job done, but, not a single sentence that describes how the rear suspension behaves under braking (stiffen up, stay active?). Or, for another example, there's a whole paragraph about the budget brakes on the bike, but only half a sentence describing how the bike handles in the rough. Basically, I think what I'm trying to say here is that the article puts a bit too much emphasis on the performance of the low end components, and not enough emphasis on the overall handling and performance of the bike as a whole.
  • 1 0
 LOL. Maybe just needs to say how it rode - like he told me in an enthusiastic 1hr phonecall. peace.
  • 1 0
 Hey piebloke, you were saying that it's too bad that he wasn't in the UK so he can't ride one, now I'm in the US and I am actually interested in the bike, would you have any idea on how I could get my hands on one over here?
  • 1 0
 ey up crazy.

We're currently in the process of setting up distribution for the US... Hopefully we'll have it all done for Eurobike (sept).

If you cant wait until then, I could point you towards a UK dealer who might be able to help out.

All our 2011 stock is out at dealers now!

  • 1 0
 Ok awesome! So the price that's listed in this article will be the price it will be sold at over here once the distribution is set up?
  • 3 1
 How is 3.7k a good deal with this set up?
  • 6 0
 I want one of these soooo bad!!! Last year when I heard that Saracen were releasing some all top end bikes I was so excited. Part of the reason is that my first bike I used loads was a Saracen (albeit a crap one)
It's such a shame that people look at it and go "it's a Saracen, must be rubbish", much like when people look at Boardman bikes and go "It's from halfords..."
  • 1 0
 yeah but saying that, you wont believe how many people i have had messaging me on pinkbike, facebook ect asking me how it rides and all the details about it and would i reconmend it to them. it may be a saracen but people are starting to come out of their shells and starting to warm to the idea of the myst......
  • 1 0
 And you are far too fast for your own good Wink
  • 1 0
 same with GT.
  • 1 0
 And the fact that CBoardman bikes are from Halfords doesn't mean their crap, it just means that I wouldn't buy one because it bancrupts small companies, as the can afford to make them cheaply.
  • 2 0
 and "moogoose" i'll never ride a mongoose due to the fact that they exploit poor Walmart shoppers and using fancy names and unnecessary frame designs to trick the foolish consumer into thinking that it is a good bike.
  • 1 0
 actually it is a good bike, the boot'r is a rad bike what i had the pleasure of testing for a good 2-3 weeks
  • 1 0
 piebloke, who's too fast for there own good??
  • 1 0
 ignore that last comment, i know who you are now Wink
  • 5 0
 Decent review, but the tone was at times too defensive. Its a lot cheaper than a top level downhill bike, so anyone buying it won't (or at least shouldn't) expect the same performance. Trying to explain away differences in performance is unneccessary. Sentences like:

"Both are fine units with the basic adjustments needed, despite some riders' opinion being that they are low rent and therefore inferior to the higher end products available."

and stating how the components were the same as WC level ones of a few years ago got a bit annoying. Anyway, definitely a very good bike to mix up the market and hopefully start bringing prices down a bit...
  • 2 0
 Can you buy the frame seperate? I think they might sell loads if you can as I presume it would be VERY cheap.
It might be hard to shift that "naff" bike image Saracen have always seemed to be happy with regardless of how good it is.
  • 6 0
 Go back and read that last bit of the article again Wink
  • 1 0
 Quoting a dollar price is pretty irrelevant. If it was for sale over this side of the water, I'm guessing it'd be $3k tops. Bikes are pretty expensive in the UK and just converting pound to dollar to come up with a price doesn't work. There's loads of decent bikes available at nearly $4k.
  • 2 0
 very positive review then, really stupid they didnt make a small though! a large chunk of the riders that would buy these are going to be young people at like 14-15 that will be looking to start up racing surely?
  • 1 0
 not to rain on saracen's parade here but the part specs at this price ($3,783) doesn't sound like a good buy.

i'd rather get the new devinci wilson for almost the same price for the entry level bike (at $3,799 which seems better spec'd with a longer 3.5 shock stroke with only 216mm of travel is awesome, avid elixir's, X7 shifter and RD and dave weagle's split pivot) or an entry level kona operator which looks better spec'd than this one at a more affordable price ($2,999 with avid codes and X7 RD and shifter). just my opinion.

seeing sora and alivio in the components list on saracen's bike and some unknown set of brakes turns me off. sorry that's must me. maybe these parts are well known in the UK on a DH bike but not everywhere else.
  • 2 0
 For a comparison for us British:
Saracen - £2300
Wilson - £3369
Wilson frameset - £2044

The bike is over £1000 more and even the frame comes close in price - which would you prefer now? Problem is the author has done a straight currency exchange rather than what it would actually sell for over with you - which will always crap over our prices. Just be glad you don't live over here.
  • 3 0
 thanks for the clarification. you're right. i wish the author made a little comparison for prices both here in north america and the UK so we'd get an idea why the saracen is a steal of a deal, in the UK that is.
  • 1 0
 Nothing against the bike since it seems very good and after riding with Alistair for a day at Laggan Wolftrax and gaining some excellent coaching from him the man knows his bikes, however it is the same price for a frame as the Nukeproof Scalp which has also had very good reviews, for the price i know which I would choose. Seems like a good bike for racers with little spare cash though
  • 1 0
 I guess it must be a UK thing on the price. For $3700 USD, you can find many more generously spec'ed bikes, the Operator and Wilson being just two of them.

Maybe it was just me, but I felt like nearly every part mentioned in the article came with the implicit warning, "This part is kind of low-end and lacking in performance, so be prepared to buy something nicer or just live with it." While the tone seemed positive in general, I couldn't shake the feeling that I should have some apprehension about this type of build for a race bike.
  • 1 0
 Mate of mine has cracked the rear swing arm in three places, after having the bike less than six months. madison have said they will replace the frame but he's been waiting over a month now.
  • 1 0
 Yeah ive got exactly the same problem with mine
  • 1 0
 Mines cracked as well... just over 2 months old
  • 1 0
 My only complaint about this bike (as i have one) is that i wish saracen had pushed for the Van RC shock, just so there was some low speed compression control outback
  • 1 0
 Lovely product shots. 24-105 is a great lens and it was nice to see the close ups of the linkage etc in such fine detail. Thanks.
  • 1 0
 my brain short-circuited when i read the post title and thought it was called the Saracen My First Downhill Racer. i thought i was about to read about a kids DH bike
  • 1 2
 For the money you get a good value bike. But if you are racing at a reasonable level then you want a fast bike and not a good value bike. Not saying the Saracen is a bad bike, but many will choose 2nd hand WC proven fast bikes rather than something new.
  • 1 0
 I remember back in the day about 20 years ago Saracen was THE only bike to get for quality and value. Trekker, Tuff Trax, Kiliflyer. All about the best money could buy
  • 1 0
 Ah, ok I missed that bit, yeah, so not cheap considering what you can get for similar money or second hand.
  • 6 0
 someone has to buy those bikes new, and imagine how cheap these will be when they come up second hand.
  • 1 0
 Bike is nice but frame price is hardly cheap. Nuke is lower, not long ago you could get a banshee legend for less too. You could also get a legend or a summum from Poland or a glory from Czech for less and living in the dh there is no tax
  • 2 2
 can i just point out for anyone interested in buying this bike both YT industries and Canyon make much cheaper MUCH better specced DH bikes. worth a look !
  • 1 0
 wow, those bikes are a steal. Getting the limited edition YT woulda been SWEET!
  • 1 0
 i know it looks amazing ! and you got to go to a bike park
  • 1 0
 look i run a VAN R but on a bike like that i think it is a bit of a let down sorry if you disagree
  • 1 0
 its actually very good, but i do wish it was an RC so there was some form of low speed compression adjust to match the boxxer up front.
  • 1 0
 Saracen always reminds me of the stigma of chavs and Halfords. Looks ok nontheless.
  • 1 0
 finally someone using QUAD brakes for a stock bike . . . they work so well dont know why they are so few and far between
  • 1 0
 I'd love to get my hands on one of the team edition ones, if only they offered 2 specs.
  • 2 0
 Looks like a sweet bike!
  • 1 0
 Good bike and good price!..
  • 1 0
 From what Saracen used to be, this is amazing! Love the colour scheme too.
  • 1 0
 pinkbike's take, very good point!
  • 1 0
 Small typo - Frame price is £1399.99

  • 1 0
 looks to me like a foes bike???
  • 1 0
 Im getting that in febuary
  • 1 0
 Soooo nice..Smile
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