Canyon has launched a downcountry version of its Lux cross country race bike
called the Lux Trail.
The Lux has been a formidable force on the race track under riders such as Pauline Ferrand Prevot
, Mathieu Van Der Poel
and Emily Batty
, but this new version takes its intentions away from the track and into the territory of long, backcountry epics. To make that a reality, Canyon has developed a new front triangle for this bike that allows for longer travel and adjusted geometry to realign the Lux Trail for its new purpose.
Canyon Lux Trail DetailsFrame material:
110mm (120mm fork)Wheelsize:
29" front and rearHead Tube Angle:
1,905 grams (medium)Price:
$3,999 - $6,999More info: canyon.com
There are four models of the Lux Trail. The CF 6 kicks things off with a solid mix of SLX, DT Swiss and Fox. This model, which retails for $3,999 also benefits from the same frame as the rest of the range and is shod with the same high-end Schwalbe tires as the more expensive models. It looks like great value.
Next up is the CF 7. It shares a lot of the same components as the CF 6 but has a slightly higher-end fork and wheels plus Shimano XT throughout. It will sell for $5,299 USD.
The CF 8 goes to a mid-high end SRAM / RockShox build and features carbon DT Swiss EX 1501 wheels. The highlight of the build will probably be the recently released SRAM GX AXS drivetrain though. This drivetrain, combined with an AXS Reverb is a surefire way to clear up the cockpit a little. This will retail for $6,299 USD.
Then there is the range-topping CF 9, which is pictured. It’s the Emily Batty Edition model and comes with full XTR, Fox Factory suspension, DT Swiss XRC 1200 wheels, and a price tag of $6,999. Frame Details
The Lux Trail shares the same 110mm rear travel as some of the regular Lux range but now pairs it with a 120mm fork. This goes hand in hand with a 67.5° head tube angle, which is 2.5 slacker than the standard Lux, and reaches growing by an average of 20mm per size. These combine to transform the Lux into one of the most traditional XC race bikes into a more on-trend bike that should offer a bit more reassurance to its rider when the trail turns downhill.
Most of the other features carry over from the regular Lux including the flex pivot suspension design, room for two water bottles and low profile frame hardware. The increased length of each front triangle means the weight creeps up by about 30 grams per size but at 1,905 grams for a medium, it's still very competitive for bikes in its class.
There’s fully internal cabling with rubber grommets and rear tire clearance is around 2.35 to 2.4” depending on the brand and model.
The new Lux Trail, as well as being slacker in the head angle, is half a degree steeper in the seat tube angle. This is also combined with a slight increase in stack for most sizes over the standard Lux.ModelsLux Trail CF 9 Emily Batty EditionCanyon Lux Trail CF 8Lux Trail CF 7Lux Trail CF 6
Why US & European Bikes Will Be Slightly Different
There is a small divergence in specification depending on whether you buy from the European and North American arm of Canyon. The bikes sold in North America will have the standard Fox Transfer, which is around 150g heavier, and offer longer 150mm drop options.
The bikes sold in Europe will feature the Transfer SL which is lighter and uses a different internal design that is built around a lighter mechanical spring. These bikes will have their drop limited to 100mm.
To me, and maybe it’s how I see the downcountry bike, but they’re there to just take the edge of XC bikes and make them easier to live with. A healthy amount of drop is part of that. Maybe some people will like the lighter model. Who am I to say, really? But I like the way the North American branch of Canyon is thinking.
The CF 8 has a 125mm Reverb AXS dropper in all markets.
There are a couple of things that become apparent when looking at the Lux Trail in the flesh. Firstly, and as mentioned, the new Fox Transfer SL doesn’t offer that much drop and could be the undoing for somebody who does intend to ride it hard without having World Cup XC skills.
The front end also suffers from the same fate as many remote lockout bikes and it’s certainly busy. Riding the Lux Trail, its seated position feels rather long and it definitely has a more traditional feel. The added reach, without drastically increasing the seat tube angle, means that while standing up it feels really well proportioned, however, when seated I do feel a little stretched out.
There are other details that nod to its XC orientation as well. Not least its flat-mount rear brakes. It could be looked at one of two ways, is this a Lux+? Is it an XC bike wanting to make the jump up to full-blown downcountry nirvana? Or is it a more comfortable, very fast bike that, whilst having its roots in XC, is ever more versatile because of the changes made? I think probably the latter.
We've got this bike in for a long term test and will be coming back in due course to see how it stacks up.
Everyone does not have to prescribe to your riding styles and opinions and you are not the one that wrote the article so go have fun riding your enduro bike down a blue trail.
With + than 4 decades in my legs cycling, I see this XC bikes as a bless.
Light - check
Good geo, and not over stretch, or all over the BB (straightish seat tube)
A bike for those looking into a new XC/Marathon bike, but are not into RACE Replicas (anymore....).
100mm dropper? Now only if it would be possible to drop some weight and place it @75mm...or even 65mm
These shorter travel bikes have become incredibly capable, and a little more dropper travel isn’t exactly on the same level as installing DH casing tires or asking for a super slack head angle. Keep in mind that this is supposed to be the downcountry version of the Lux, something that's more capable on the descents compared to a pure race bike.
Having the seat out of the way is a really easy way to improve descending performance while still preserving the rest of the bike's handling traits.
Also, the Transition Spur presents a good case for a downcountry bike that descends like a trail bike…
Pinkbike reviews has evolved a lot, it's not long ago that every bike was treated to the "bigger bar and tires,smaller stem" before any test.
Now they test the bikes stock,but everytime a XC bike shows up, it's blamed for not being trail enough.
This is a XC/marathon bike. It's not your downhiller's XC bike,there are plenty of those around. People who ride this kind of bikes around the world don't ride them in trails like the ones in BC or WA, it's the way it is.
And those 150gr difference in the dropper,on a bike this light,is a huge number for any weight conscious rider.
I think this is why "real" XC riders gripe at PB. I live in WA and ride/race XC. It's just not much fun riding a pure XC bike on trails around here. Nearly all trail systems have long descents, tons of roots, at least some steep stuff. Show up with no dropper, 2.1" tires and 160mm rotors and you're gonna have a bad time.
That's like buying a Honda Civic and going, "Well, it's time to go to Moab with it and push it to the limit! Teehee, it's fun!" No, not really.
I don't think that's correct. Taller droppers objectively suck more energy from your legs in raising and lowering them. As a 5-10 guy I went to a 170mm dropper and then eventually dialed it back to 150mm. The extra inch made a noticeable difference (bam!) in my legs.
Go look at many enduro bike checks, or guys like Danny Hart when they run enduro--they almost never have full-length droppers that use the max available tube length.
You simply don't need to get that low on the trail this bike will be ridden on. And if you do, you're wasting some energy that the type of rider this bike is meant for needs to save!
Otherwise, I agree with you: every OEM should just spec OneUp and let the rider choose their preferred drop....
At what point are people going to stop the weight argument. It's either for you, or its not. If it's not, the doors over there
I mean if any part of the trail resembles a pump track especially with my short legs and limited uptravel because of my short legs I would want as much ROM as possible.
I run a 210mm Dropper on my hardtail(and a 180mm on my 160/140 bike because its what I can fit) and would run that size on everything but manufactures for some reason think smaller legs need less drop and really I see no reason for it to be that way.
The issue with most pro "bike checks" is that those pros are paid to ride on big components which typically means they are limited to how long of dropper they can run. The difference between a Reverb and One up for me on some frame is 125mm to 210mm of drop.
Don't tell the the Epic EVO that, it has taken some PRs away from the 170mm Enduro on some of the rougher local trails. Takes a higher level of focus, and for sure has less margin for error, but more than holds it's own against big bikes on anything less than a full blown DH track.
And I swapped the 125mm dropper for a 150mm the first day I had it.
1) The seattube length limits the lowest seat height. The shorter the seattube, the lower you can get the saddle.
2) If the seattube is kinked or interrupted (by suspension, bottlemount bolts or e-bike motor) this in combination with the length of the seatpost (the bit below the collar in case of a dropper) limits how low the seatpost can be installed hence how low the seat can be.
3) Seattube length and (max) seatpost length (respecting minimum insertion) limit max seatpost height.
4) Seatpost travel limits how much the seat height can be changed on the fly between lowest and highest setting.
So if the complaint is that the seat can't be low enough, that's because of point 1) and maybe because of point 2). The discussion seemed to focus on point 4), but that's not relevant to achieve the goal. Unless someone also wanted to be able to raise the saddle fairly high, but no one mentioned that she/he wanted that too.
As for the time, I think that took me less than a minute to type. Didn't feel like wasted unless these points were already mentioned in this discussion.
Most of my riding days are pre-dropper and never had an issue descending with a tall seat mast other than occasionally catching the baggies, which is why 100mm on an XC bike is all you really need. I personally hate having the seat totally slammed as it is a tool in feel and steering the bike. If DH racers don't need to slam their seat all the way I don't know why Average Joe's need it.
Any weight on the seat is making your COG higher than your feet and killing cornering speed.
And thanks for proving my key takeaway... we all have diff preferences (but go ahead and judge those who ride differently as inferior).
MvdP's day just got a bit worse
Ramp- smoothly all the way though travel
Apply to drake happy/sad face meme
Well I'm glad to see more versatile trailish bikes, at XC weights... remote lock out though, I can do without.
Transition Spur for me. 25.5 lbs, 120/120 and 66 head angle. One month old and loving it.
$3800 with a Reba fork and Shimano Acera hubs. Not at all comparable to the $4k Lux.
By saying that a 460mm reach works for you with a "current era geo" bike, and that the current era bike will be a L but the old school bike that fitted was a medium, you're proving that point, because the old school bike would have had a much shorter reach, but probably similar ETT due to the slacker STA (simplification as stack and stem length also play a part in final position, and unless it's a dedicated XC race machine the modern geo bike you're riding probably also targets a different riding style to your old bike)
With pedals, tire change, sealer, bottle cage etc it comes in at 24.7 lbs. My other bike is a Ripmo and I’m shocked at how much fun and capable this Exie is.
(Oh please dear lord I did not want to start a geo chart debate circlejerk...time to hit this booter into the trees) Peace out.
The Epic Evo vs the Epic is the perfect example of downcountry vs xc race bike. With the success of these bikes downcountry is starting to become the norm for brands to offer, and the racier versions will be the special editions in the future.
I would say downcountry is one end of "cross country" with the Epic HT (or equivalent) being the other end.
"A doped-up cross-country bike? Sure." - www.pinkbike.com/news/what-the-heck-is-a-down-country-bike-opinion.html
Even Levy says the phrase down country is a term he came up with to "mock the industry" in that article.
Canyon usually do a murdered out top spec model, which I personally digg. Quite disappointed that they didn't went that way since I have been waiting for them to release this bike for over a year...
Unless 465mm on the medium is a typo?
The spur begs to differ
A good comparison would be the 2022 Scott Spark 900 that has a sub 66° head angle and a 76° seat tube angle.
I agree that the downside of the spur is that the front end can wander a bit. Now that I've had like 20 rides on mine, that has become less of an issue. I think a 35mm stem will help as well.
As a 6'4" person that had used 175 cranks for the first 30 years of riding it was pretty eye opening to switch to 165 cranks a few years ago. I haven't found one drawback to how I ride and they seem better in so many ways including pedal strikes, I highly recommend it.
Long bikes are a little more annoying at super low speeds, but I have always found short chainstays to be the main hindrance on tough climbs.
The newer stumpjumper looks like a really awesome bike, I likely would have bought one(an evo) last year if they were available. I do imagine the kinematics are really nice on those.
Even the S5 stumpy has longer chain stays, roughly the same front center as a XL spur and a BB that is only a few mm higher. It sounds like you mostly like the suspension platform a lot better than the spur, which totally makes sense.
The epic evo is pretty flimsy also but its a race bike not a trail bike. A lighter bike isn't always better on rough trails.
And as far as sizing. I owned a L spur and my Stumpy is a 2021 s5. It handles technical terrain much better than the spur. I cleaned switchbacks I have never ridden on the stumpy.
After I sold the spur I went like this...
Blur CC L
2019 Fuel ex L
2021 Top fuel L
2021 Fuel Ex L
2021 Anthem XL
2021 Stumpy s5
2021 Epic evo L
I was looking for something more than a pure XC bike and less than a trail bike. The spur is that bike, if you are not riding super technical slow trails. I ride slow technical trails. And I ride Bryce Bike Park. So the spur was not it for me.
Had you ever looked at the Norco Revolver FS? I did a demo ride on the previous gen, in 2016 or so, and really liked it, but the 2020 revision looks pretty great on paper. I'm just a bit nervous about strength as I cracked the chainstays on my 1st gen optic.
Maybe I'm just getting old.
Toying with the idea of fitting a 130 Pike and a 42.5mm shock, but that might ruin the point of this bike and why I like it so much.
Epic EVO (L): Reach = 460mm. TT = 629mm.
LUX Trail (M): Reach = 460mm. TT = 627mm.
Canyons sizing is basically just one size above most other brands for some reason.
So it can take a rampage style drop but not a 2ft table? I know people who can land a 40ft double way smoother than I land even on just a tiny little jump
With alu, you’ll fatigue the frame rapidly under such loading.
Otherwise bike is officially rated for 120kg rider and jumps up to 60cm, so 75kg rider without jumping causing overload so that seatstay cracks... well it's beyond my imagination.
But as for warranty, don't think too much of that. Warranty tackles production errors. If it fails and they find a fault, they'd honor the warranty claim. If they can't they won't.
Otherwise I agree, don't think too much of warranty... unless when you need it, but then it's sort of late
I’m sure this one will be too.
What does that even mean?
I don't think power meter pedals have really achieved much market share in mtb yet, it'd obviously be far easier if it was just a pedal swap.
This bike looks really interesting- but - when are we going to port over wireless technology to lockouts?
The mess of cables for a lockout is so unappealing- if you’re going to add a battery for shifting and a dropper post, why stop there? Imagine one simple button to lock out / unlock the fork and shock. I’m not a huge fan of lockout in the first place, but I understand it’s place on this bike. But let’s ditch the spiderweb of cables already, it’s a 2022 model bike.
Side benefit- it would be really easy to set the suspension to always unlock when the (wireless) dropper is used.
Also why is the seat tube so long above the intersection of the top tube, Is that why it is not being spec'd with a longer dropper?
BTW, I've been riding my blur with a cc inline and 120 SC 34 w/150mm of drop for some time, this is basically a take on that. Shit rips.
It's the rider not the bike, not that you'd know that.
Do you even have 20% grades in Detroit? Lol
I've bene riding bikes for 2 decades. The XL fits fine bud.
If you spent less time talking about STA and geometry and more time riding your bike people would take you more seriously.
Canyon bikes seems to be for social media and racers only.
Never available for shopping.
Not possible with those seat tube lengths