Bergamont EnCore 9.0 - Review

Aug 23, 2016
by Paul Aston  




Bergamont may still be relatively unheard of, but the brand is growing in popularity with help from Eddie Master's and his teammates. The Bergamont/Hayes team has been taking the name to the top level of downhill and enduro as well as creating some of mountain biking's most entertaining edits. The EnCore has been built specifically to take on the Enduro World Series and has been proven by the muscle-bound Kiwi, Joe Nation, who has already put this 165mm travel bike into the international top-20.

This 9.0 version sits in the middle of a three-model range; assembled with a 170mm travel Fox 36 Performance fork, mismatched to a RockShox Monarch Debonair RC3. An Answer cockpit, Magura MT5 stoppers, a Shimano drivetrain and SunRinglé wheels finish off the build. It's available in most of Europe for €3,799, with selected distribution around the world.

EnCore 9.0 Details


• Intended use: all-mountain / enduro
• Rear wheel travel: 165mm
• Fox 36 Float Performance w/ 170mm of travel
• Wheel size: 27.5''
• Alloy frame w/ carbon chainstay and rocker link
• Adjustable geometry
• Internal cable routing
• ISCG 05 chain guide tabs
• Mineral grey / lipstick red
• Weight: 14.57 kgs / 32.02lbs (XL, with tubes)
• MSRP: €3,799 / $4,222 USD approxwww.bergamont.com / @BergamontBicycles


Geometry

Bergamont EnCore 9.0 info
Bergamont EnCore 9.0 info


The EnCore's numbers show that it only has one goal in mind, and that's racing enduro. A 65º head angle, a roomy top tube with a decent range in between sizes, and a steep 75.3º effective seat angle. In my opinion, the 430mm chainstays are a little on the short side for larger frame sizes and the capability given by the rest of the bike's layout and the 1240mm wheelbase on my XL test bike.

The bottom bracket is also low with a -14mm drop that is then sagged 30% into the 165mm travel. I found that the 175mm crankarms specced on the L and XL frames meant that my flat pedals were a little close to the ground and obstacles for my liking. If I had this bike long-term, I would change to a slightly shorter crank length, or I'd be tempted to swap the flip-chip into the higher geometry setting for more clearance and slightly improved seated position, then use an angle set to adjust the head angle accordingly.


Bergamont EnCore 9.0
65 degrees up front with a 170mm travel Fox 36.
Bergamont EnCore 9.0
The EnCore's head angle and bottom bracket height can be adjusted by flipping a small chip on the lower shock mount.


Details

Bergamont EnCore 9.0
Bergamont EnCore 9.0


Attention to detail and color matched componentry seems to be a must in today's market, and every manufacturer worth their salt should have this dialed in nowadays. The EnCore comes with Bergamont's own lock-on grips, 'Always Vollgas!' stem cap, a logo'd seat clamp and an SDG saddle.


Bergamont EnCore 9.0
Bergamont EnCore 9.0


The frame isn't neglected either, with internal cable routing and rubber bungs at the exit ports, internal dropper routing, ISCG 05 tabs and removable top chain guide mounts. The chainstay also sees integrated metal chain suck protection and a rubberized chainstay guard.


Bergamont EnCore 9.0
Attention to detail. This metal plate helps to protect to carbon chainstay from chain suck attacks.
Bergamont EnCore 9.0
The brushed and anodized aluminum headtube badge is a great finishing touch.



Suspension


Bergamont EnCore 9.0
  The 165mm travel EnCore features a four bar style suspension system with a coaxial rear pivot and a carbon rocker.


A 170mm/165mm mix of travel is moving closer and closer towards downhill bike territory, and anybody who has raced an EWS likely wouldn't turn down the offer of a full 200mm DH bike on many of the stages. The suspension layout is a four bar linkage with the main pivot nestled close to the chain line, from here a carbon chainstay extends to the 142mm wide axle with a 'DW Split Link' style pivot. Alloy seatstays connect this pivot to the carbon rocker that drives the shock from above. It's interesting to see the use of carbon for the two frame components mentioned above; maybe we will see more carbon from on this bike in the future?

0% Loaded prev 1/16 next
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There's a lot of rotation at the top shock mount causing a small amount of friction; a needle bearing could be used in place of the standard shock bushing for people who want maximum suspension sensitivity.






3 Questions With Jonas Von Der Horst, Bergamont Engineer


Paul Aston: With 170mm travel up front, and 165mm at the rear, enduro bikes are moving closer towards downhill bike in terms of travel, geometry, and capability. Do you see the EnCore as a mini DH bike or is it pure enduro?

Jonas Von Der Horst: Our defined objective for the EnCore was to engineer a pure enduro bike with outstanding downhill performance. This reflects our principle to always build bikes which provide you with the widest possible range of application. We are sure, the EnCore, with its adaptable geometry, can be used from DH oriented weekend trail-tours, its main purpose of enduro races up to bike park usage. But yes, the 8.0 you've tested with the 170mm at the front shows the best DH properties in our EnCore lineup.


Aston: We noted that the EnCore's chainstay and rocker link is carbon, but the rest of the bike is alloy. Do you see alloy as a superior material for this type of bike or are we likely to see a full carbon bike in the future?

Von Der Horst: We wanted to build a rough, long lasting bike. Enduro means crashes and rocks striking the tubes and other critical carbon areas. The rocker is not a critical part, easy to change and not in the line of fire. Here we could save some weight by using carbon. The chainstay is well protected by rubber guards on both sides. Using carbon on the chainstay made it possible to have it as short as it is without using heavyweight forged parts or strong bent tubes (with more risk of cracking) at the yoke area.

All other tubes are made of alloy, even if there are some dents or scratches, you can still ride the bike without being scared. So we think this bike offers the best balance between weight and durability. For MY17 there will be no changes to the frame because we think this bike is already optimized for it's intended use.

Aston: In the bikes standard guise and suspension tune, what kind of rider and riding style does the ENCORE suit?

Von Der Horst: We see the EnCore to be used in a wide range. It begins with not too skilled riders who want to have a bike that gives security on steep or fast DH sections. I experienced this myself.
Jonas Von Der Horst
Jonas is the man behind the EnCore.

I am far away from riding like Joe Nation or Ed Masters. But every time I am in unknown terrain which normally shows clear limits to my riding skills, the EnCore helps me to push these limits. The geometry and suspension setup helps non-racers to feel good and self-confident almost wherever they are. The setup of the shock is in the open mode is very soft, which means sensitive and active, following the ground in every detail but ramping up at the end so there will be no hard bottom out. Next one for sure is the racer, slack angles, long reach, short chainstay, agile and stable as they like it. Our racers normally like harder tunes on the shock to have better feedback and being more stable in berms and so on, they are stronger and fitter than most of us, they can push the bike different. On the fork, they can use the low and high-speed compression to fine tune, the 9.0 and the Team version have the Rock Shox Monarch plus with 3 position compression adjuster. If you put it to mid pedal position, you get exactly the same feeling like having a harder compression (The M-M tune you have tested). In MY17 the bike comes with even more options and shocks that will be presented at Eurobike. The above-mentioned use in bike parks mostly is similar from the tune to the racers profile, a little bit harder on the tune so all possible with the bike.






Specifications
Specifications
Price $4222
Travel 165mm
Rear Shock RockShox Monarch Plus RC3 DebonAir, Tune M/L
Fork Fox 36 Float Performance, 170mm, 3 position
Headset Cane Creek A-Headset, ZS44/28.6/H8 | ZS56/40
Cassette Shimano XT, 11-speed, 11-42t
Crankarms Shimano XT, 170mm/175mm : S/M-XL
Chainguide E13 LG1 with bashguard
Bottom Bracket Shimano SM-BBMT800 BB92, Press-Fit
Rear Derailleur Shimano XT, Shadow Plus
Chain Shimano CN-HG700, 11-speed
Shifter Pods Shimano XT, Rapidfire Plus-Shifter
Handlebar Answer Pro Taper 780 DH
Stem Answer AME, 40/45/50/60 for S/M/L/XL
Grips BGM Race, Double Density,
Brakes Magura MT5, Storm Rotor: 200/180mm
Hubs Sun Ringlé Jumping Flea
Rim Sun Ringlé Inferno 29, 27.5" 32h
Tires Maxxis High Roller 2, MaxxTerra 3C
Seat SDG Falcon, Cro-Mo rails
Seatpost KS LEV Integra, 31.6mm, 125mm drop

Bergamont EnCore 9.0

Bergamont EnCore 9.0









Climbing


The EnCore is a commendable climber, considering its weight of 32lbs with tubes (I saved around 200g grams by going tubeless, although this wasn't exceptionally reliable - see Technical Report). The seated position is one of the better out there, but being a tall rider I still wanted to be a little farther forward. After a good balance between the front and rear suspension was achieved, the bike could climb efficiently with the three-position compression lever in open mode. That said, I often had to reach down to flick the switch to prevent me sagging too far over the rear axle on steep climbs and having a floaty front wheel – I feel this is an industry-wide, first-world problem for a rider needing an XL frame, though.


Bergamont EnCore 9.0
  We can see from the side view my weight is sitting over the rear axle and I'm leaning forwards to keep the front wheel on terra firma.


Descending

The EnCore is poised and ready to take on all but the most extreme of terrain, and that is what it did: Long days in the saddle, trail center loops and European bike parks were no problem. The suspension layout means that suspension is still supple when braking, the geometry is rounded, and the frame is not too stiff for good comfort and tracking.

The Fox Float could be extended out to 180mm travel without buying additional parts, this could help you when getting extra aggro and isn't a bad idea for enduro race gnar, especially when you're tiring towards the end of a long stage. I don't think that the difference between the Performance gray stanchion coating and the Kashima is noticeable and keeping on top of the cleaning and oiling the seals is much more worthwhile than paying extra for that golden goodness. One personal frustration is that this FIT 4 version of the 36 loses the pinch bolts and option for a 20mm axle - I thought the idea of bulking up to a 36mm stanchion was for extra stiffness then taking away the pinch bolts will allow more flex?


Bergamont EnCore 9.0


The high-volume Monarch Debonair shock controls the 165mm of rear travel, and the bike has a similar feel to the NS Snabb I reviewed last year. Progressive towards the end of the stroke, and with enough Bottomless red bands installed in the Debonair can, it was super supple at the beginning, but it tended to wallow too much for my liking in the middle of the travel. This mid-stroke flop is great when charging head-on into the chop when you want the wheel to get out of the way of incoming impacts, but it feels unstable and a little overactive in bermed corners and on faster, smoother sections. I spoke to the Bergamont engineers about this, and they forwarded another shock with a medium rebound / medium compression tune, opposed to the medium rebound / Low compression that came as standard. This change made more of a difference than I expected from changing one letter, but the addition of more low-speed compression calmed the damping down and let the bike hold its position in the corners, and it settled down in the midstroke.


Bergamont EnCore 9.0


Technical Report

Overall, the Bergamont's bits did a great job. The cockpit was close to my liking with a 780mm Answer handlebar and 60mm stem that I changed to a slightly shorter, 50mm Renthal piece. The slim but comfortable Bergamont branded lock-on grips lost a bar end plug in a crash. Shimano XT gearing gets on with the job in hand, and the Magura stoppers are becoming one of my favorite for their massive power, although the MT5 versions were a little noisy.



• Wheel trouble - The combination of Maxxis tires and the narrow (23.4mm internal) Sun Ringlé Inferno rims were a looser fit than a bratwurst being thrown down an autobahn. If you can pull a tire off with your hands, it's only a matter of time until some semi-hard cornering does the same thing.


• Clogged chainring - Shimano's XT chainring's design means that mud doesn't clear quickly from the teeth. I didn't drop a chain, but there was always mud packed around the teeth at the end of a muddy ride.
Bergamont EnCore 9.0


Bergamont EnCore 9.0
The XT chainring wasn't the best performer in muddy conditions.
Bergamont EnCore 9.0
The gray primer color finish looked was hard to keep looking fresh.


• Prime Peinture - The gray primer style finish of the EnCore was a love-hate opinion at the trailhead. Personally, I liked it, but it did start to look grubby, especially in the nooks and crannies of the linkage.



Bergamont EnCore 9.0


• Wide Load - I can see some of the advantages of pivot placement being around the rear axle, but the total width of a 142mm hub, bearings, caps, quick-release axle and the derailleur is quite frankly ridiculous. I want narrower rear ends for less chance of smashing rocks and stumps. This could partly be solved by an Allen-key tooled axle.


Pinkbike's Take:
bigquotesThe EnCore's angles are on the more aggressive side of the production enduro bike spectrum, as well as being available in a wide range of sizes. After settling the suspension with a different damper tune, the performance was well up there for enduro racing. The Germans attention to detail and solid all round performance, spec and value are bringing the competition closer and closer in this 'enduro' category. Are we getting closer to motocross where it's mostly a case of choose your colour and get on with it? - Paul Aston




Visit the feature gallery for additional high resolution images





About the Reviewer
Stats: Age: 30 • Height: 6'1” • Ape Index: +4" • Weight: 73kg • Industry affiliations / sponsors: None • Instagram: astonator
Paul Aston is a racer and dirt-jumper at heart. Previously adding to the list of non-qualifiers at World Cup DH events, now he's attacking Enduro and has been since before it was fashionable. Based in the UK, but often found residing between mainland Europe and New Zealand allows him to experience a huge variety of terrains and trails.



95 Comments

  • 161 2
 What a thorough and technical review. I'm duly impressed; it's not like Pinkbike reviews are ever bad, but this one is a cut above the usual fare. Chapeau, Mr. Aston.

Also, two thumbs up on the suspension slideshow! I again express my hope that it becomes a regular feature.
  • 16 0
 Agree entirely! Especially on the technical details. Nice.
  • 37 0
 Not afraid to get technical with a brand that doesn't have a huge marketing budget.
  • 20 2
 @skelldify: Exactly. We will never see that honest review of "the big brands" on Pinkbike. I indeed wish we would...
  • 6 3
 @nekislav: that's because the big brands can afford to pay to keep "honesty" out of their reviews
  • 4 1
 Nice Bike ,but it's a hard proposition to a short rider.
435mm reach and 1181mm wheelbase on the size small?
  • 12 1
 I thought it was pretty hilarious how he switched to tubeless and complained that he flatted and made it sounds like it was the bikes fault. Also, when it comes to the wide rear end, better complain to devinci and trek as well.
  • 8 1
 @makripper: stupid bikes chaining kept clogging with mud too! :shakes fist at bergamont:
  • 9 1
 Also the bike got dirty when I rode it! What's with that?
  • 5 0
 @regdunlop38: Yeah, funny how that hasn't come up in any other reviews, or the drivetrain review.
  • 3 0
 "I often had to reach down to flick the switch..." Funny how a lot of other reviews say "This bike climbs great with use of the climb switch!"
  • 3 0
 @regdunlop38: your comment is gold! made me lol! damn you bergamont for your xt chain ring getting muddy but still working fine!
  • 3 1
 The rear end is too wide and the stays are too short? I'm surprised the Internet didn't blow up yet.
  • 3 0
 @makripper: Look at the rim profile of the SunRingle Inferno Rims - it basically takes four laps of electrical tape then a double wrap of Gorilla tape to make them work tubless. The bike SHOULD be specced with a wide HELIX, because the Inferno isn't a tubeless-ready rim. That's all.
  • 2 0
 @tehllama: how did u know that but not the reviewer? wat the! maybe you should do some reviewing eh?
  • 4 0
 as always when paul reviews something. Way to go!

And the thing with installing tubeless: It's 2016, this is an enduro bike. This bike mus be set up tubeless!
There are loads of wide and durable rims available, so i don't get why bikes still get built up with this conservative narrow ass rims.
  • 3 0
 @makripper: I will as time allows.
FWIW - After all that effort, I turned that rear rim into a veritable stop sign after flatting in a rock garden, so no comment on long term viability of my solution...
  • 44 0
 "...the Performance gray stanchion coating [...] is much more worthwhile than paying extra for that golden goodness."

Can't to give my wife the performance gray necklace she's been eyeing for our next anniversary!
  • 8 4
 Don't bother, we already did!
  • 3 3
 It'll compliment the pearl necklace I already gave her.
  • 14 1
 Thank you Jonas Von Der Horst for your statement about carbon vs alloy: "All other tubes are made of alloy, even if there are some dents or scratches, you can still ride the bike without being scared. So we think this bike offers the best balance between weight and durability."

THIS is why I do not want a carbon bike.
  • 4 1
 that is why I bought a Banshee Rune instead of any of the many many carbon offering nowadays - day to day no nonsense durability and frame manufactured in Taiwan instead of China
  • 5 0
 Have to agree. I have a Canfield Balance and Banshee Rune and ride those with no concerns. My carbon rig makes me more of a cautious rider and the paranoia makes the ride less fun. I ride my alloy bikes full tilt with no worries and baby the carbon one because of the concerns of gauges or deep scratches from crashes. Mentally, the alloy bikes allow me to ride looser and have more fun with out worrying. Crashing on my alu bikes, no biggie, get up and ride. Crash on the carbon, inspect it head to toe for days and hope nothing is fcked up.
  • 16 2
 Not sure what the point of a carbon chainstay and rocker are when the whole thing weighs 32lbs anyway. Seems a bit chubby for the price.
  • 3 2
 Yep it's definitely on the heavy side, without carbon it would maybe weigh another pound more I guess.
  • 11 0
 I don't think it's 'that' bad for an alu mainframe 170mm travel bike. Also bear in mind it's the XL version, and it was weighed with tubes plus those High Rollers are close to 900g each. For comparison the top end alu YT Capra is nearly 31lbs for the small frame and without pedals, so the weight of the Berg' seems about right.
  • 3 1
 They were most likely trying to get around a design flaw like evil did. With carbon you can bandaid quite a bit by designing in flex so nothing cracks or snaps right away.
  • 4 2
 Then you didn't read the article, as they spell it out quite clearly: "Using carbon on the chainstay made it possible to have it as short as it is without using heavyweight forged parts or strong bent tubes (with more risk of cracking) at the yoke area."

They used carbon on the chainstays because it made engineering sense, & didn't want to build a Trek Slash that breaks it's chainstays every six months.

Heck, Devinci uses carbon seatstays on both the carbon & alu bikes.
  • 6 0
 32lb for XL sounds fine to me, it suggests the use of proper tyres and a frame that's got main tubes thicker than tinfoil.
  • 13 0
 Based on his last name, I would have thought that the designer would have chosen a certain other suspension design.
  • 1 0
 Here come the horst sh*t puns.
  • 15 1
 I could watch the demonstration of the suspension for hours.
  • 2 1
 Although it almost seems as though the front sprocket will be dragging on the ground with the suspension bottomed out.
  • 1 0
 @Kramz: It probabyt will be, but I don't think it would ever be bottomed out for more than a split second.
  • 1 0
 The fact that they've even included it makes my day. If you see my previous posts on other articles, I've been asking for this in reviews for a while now Smile
  • 10 0
 Yet another bike with the seat slammed forward... What does it mean?!
  • 4 0
 In this case, it means seat angles are still too slack. It also often means that going up one frame size for the longer front end has its consequences if you don't want to pedal like you're on a recumbent.
  • 2 0
 It's trying to stay centered on the bike for uphills. With XL the wheel base grows only towards the front and chain stays are still short, so you may eventually find yourself over the rear axle on steep uphills and tip over!
  • 4 0
 It means he spent the day with Chris Porter from mojo and has been converted.

But in principal, as well as the above; it moves your hips forward in relation to the BB which increases pedaling efficiancy, same with the seat angle
  • 2 0
 @Bluefire: this is still one of the best out there. But agree with you.
  • 4 0
 @szusz: Yeah I don't know why more frame makers don't do what Norco does — grow the front and rear as the size goes up. Makes a lot of sense.
  • 2 0
 @mikeynets: Because it would cost more. So instead they market short chainstays and people look at it as a positive instead of cheapness and illogical design.
  • 10 1
 Atleast you have 142 & Shimano. A Boost Trek with SRAM is SO wide!
  • 11 2
 yea its a strange comment he wants the rear end narrower when everyone is going even wider
  • 13 1
 Its also funny seeing 23.4mm rims being called narrow when not that long ago that would be wide
  • 5 2
 @rrsport: Yeah but not long ago companies were barely venturing into widths past 25mm. Now some are at like 36mm. What the hell? Thats like too wide. Bunch of marketing BS.
  • 4 0
 @chillrider199: my new xc bike is coming with 30mm... That'll be interesting considering it's a race bike
  • 3 1
 @rrsport: Don't worry folks.. Give it a few years and the wide rim will be replaced by a new standard of narrow rims.. Probably about 21mm internal. Wink
  • 3 2
 @rrsport: In my experience Sunringle rims are terrible, next strictly due to width but durability and ease of tubeless setup. Either way, looks like a huge weak point of this build. Get some Stans or DT wheels on there.
  • 2 0
 @grgsmith: The two Sun Ringles I've used have been super deep so it's tough to get a good seal around the bead without a shitload of rim tape. I've gotten them to hook up but it's usually only temporary. If you want an easy install (and a great rim) go WTB.
  • 2 0
 @grgsmith: Sunringle make Stans rims. . .
  • 1 0
 Sounds like the bead seat diameter is not large enough, not so much the width?
  • 1 0
 @rrsport: last years WC winners were all on rims about that wide, some around 25mm. It's mostly hype, although there are benefits it's not as great as people ass-ume
  • 1 0
 @atrokz: I think you're mistaken. Nino's, wheels are 24mm, Absalons wheels are 21mm, the only 30mm wheels are the new bontrager kovees and when dan McConnell won, those wheels didn't exist yet
  • 2 0
 @rrsport: downhill. figured that'd be obvious given the site but that should clarify it. When looking at the past winners and even this year it's pretty much all under 30, mostly under 25mm. Winning WC DH races. by 'that wide' I'm referring to the size he mentioned which is under 25.
  • 1 0
 @atrokz: I'm not sold on the latest "wider is better" marketing train either. However, if there is any merit in it—and I think there is some—it'll be realized by riders way less capable than WC DH athletes. Those guys and gals find grip in shite conditions on trails that would send most of us to the hospital. WTF is a wider rim going to do for them? Probably just slow them down. . .
  • 2 0
 I think the issue with this whole wide rim thing is the current batch of tyres that everyone rides just aren't suited to the wider rims. It was probably just a marketing ploy to try and slowly entice us into plus wheels, but certainly around here, plus wheels haven't taken off.
  • 1 2
 @rrsport: Right now you sound like the doped up parranoid teenager that thinks the governement is behind everything
  • 2 0
 @chillrider199: Or its the bike industry and that's how things work. They market products telling us its the next best thing and change standards to ensure people get locked into purchasing the new products
  • 7 0
 those socks again!
  • 1 0
 @ Paul Aston: how tall are you? Edit: found it. 6'1" is a bit shorter than me Wink .

I am 2.00m and ride a Bergamont Trailster XL ( mtbn.ws/p14qsv ) which is basically the same mainframe but with shorter travel and a different linkage. It is a bit short indeed - which is ok for a trailbike - but with the Manitou McLeod and a 2*10 setup I dont have any troubles going uphill.
Maybe it is a problem caused by the Debonair shock? I had a Canyon Spectral with a Debonair once, it had the same troubles you mentioned.

Regarding the tubeless setup on the Sunringle rims, they were completely trouble-free with Maxxis (Ardent, Highroller) and Continental Trailking Apex. Only the original rim tape is rubbish, I use Tesa.
  • 1 0
 He's 6 ft 1
  • 2 1
 About the Reviewer
Stats: Age: 30 • Height: 6'1
  • 2 3
 @skidlydid: you are a Godsend!
  • 1 0
 Interesting comments about the XT chainring getting clogged with mud. Considering a switch to 1x11, and based on previous experience I'm definitely a Shimano person rather than an SRAM Agree with others, this is a very good review
  • 1 0
 Just get an aftermarket ring
  • 5 1
 Looks like a mini downhill bike, probably good for the park
  • 2 0
 Paul Aston did you try to build the inside of the rim up with more tape? This typicaly helps create a tighter fit and better fitting tires for tubeless.
  • 2 0
 I ran it ghetto tubeless for a while and used another wheelset too. I know the old tape trick, but I would like bike parts to work properly out of the box!
  • 1 0
 @transrezia: FWIW, on Inferno25 rims I found that it took four laps of electrical tape under two laps of Gorilla tape to hold up - but still required more than a standard track pump to inflate the first go around. It's not really a tubeless ready inside rim profile, hence that problem. As an OEM rim they're extremely cheap, but the slightly pricier Helix, or moving to an Easton AR27, Stan's ZTR, or similar would have been worth the trivially small cost increase on a bike that is otherwise well-appointed.
  • 2 2
 quote:
"
I often had to reach down to flick the switch to prevent me sagging too far over the rear axle on steep climbs
"

I'm not familiar with these types of switches on a rear shock, but I thought they usually affect the low speed compression damping. Adding more low speed compression damping won't do anything to your sag but of course the amplitude of the bobbing will reduce. Is that what Paul is aiming at? The only thing I know to keep excessive sag at bay is to move your weight around (low and forwards). Adjustable travel (F/R) may help, but that's not what we have here.
  • 3 0
 The person compressing the suspension in that moving picture... They were hidden up in the tree, weren't they...
  • 3 0
 given the designers name I'm suprised at the suspension type
  • 3 1
 That metal plate isn't helping much to protect the chainstay, getting pretty chipped up.
  • 2 0
 He may be referring to the external width of the frame and QR
  • 2 0
 Wow. Well put together review mate.
  • 2 2
 What's the status of split pivot and dw link? Do they invalidate each other and it's open season? How do these guys avoid paying to either one? Or are they?
  • 4 0
 I was asleep when I wrote this. Please ignore.
  • 2 0
 Great picture of the Paul riding with his identical twin brother .
  • 1 0
 Can't wait to see Eddie on this.
www.youtube.com/watch?v=yNWxNh7ur3Q
  • 2 0
 If only i could afford an enduro bike lol. Id ride that thing daily.
  • 2 2
 Am I the only one who thinks that this is very similar to the Trek's Full Floater ???
  • 1 0
 the Bergamont seems to have a fixed lower shock mount? this I guess would make it more similar to the new Slash as am I right in thinking that Trek have dropped the 'Full-Floater' from that model now in a bid to improve the kinematics for that particular bike?

Other than that, yeah, similar with the split-link and the rocker pivots for sure!
  • 1 1
 @steviestokes: yes, you're right. It's similar to te new Slash system with no Full floater
  • 1 0
 @rober005: like "split pivot" from DW on Devinci and BH bikes
  • 1 0
 @rober005: also Orbea uses this single pivot concept
  • 1 0
 any idea how their avoiding patent issues here from DW or Trek?
  • 3 1
 I heart aluminum frames!
  • 1 0
 Very comparable to the Konna Coilair.
  • 1 0
 That metal chainstay plate looks to be working flawlessly :/
  • 1 1
 That frame looks damn fun to ride !!!!!
  • 2 2
 Anyone know if the tandem geometry will be the same as the single?
  • 1 0
 good one hahahaa
  • 1 0
 Head badge is sick.
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