First Ride: SCOR 4060 - One Frame, Two Travel Options

Sep 8, 2021
by Dan Roberts  

Recently we took a look at how the new Swiss bike brand SCOR came to life. From its beginnings as just an after-hours project between two BMC employees all the way to a completely new venture that's set aside from the main BMC company.

Now it’s time to look at the bike, or actually, bikes. SCOR comes to market with not one but four bikes – two normal / non-assisted / acoustic / whichever name is bound to enrage the masses most, and two eMTBs. The 4060 is the fully human powered model and the 4060 Z is the motorized option.

The development team at SCOR cleverly managed to create two bikes out of one frame, covering a short travel, ST, and long travel, LT, setup from the same chassis with a few choice adjustments.
4060 Details
• Wheel size: 29"
• Carbon fiber front & rear triangles, aluminum links
• Adjustable head angle and travel
• LT (160R / 170F) & ST (140R / 150F) travel options
• Low slung, compact dual link suspension layout
• Sizes S to XL
• Bike Pricing: €4,299 to €6,299 or $4,499 to $6,599 USD
• Frame Pricing: €3,299 to €3,499 or $3,599 to $3,799 USD

We spent two days in the Jura region of Switzerland riding the 4060 LT and ST back-to-back to get some initial impressions on these new players in the mountain bike world.

SCOR 4060 Photo J r mie Reuiller
The inconspicuous head tube houses angled cups that give a sizeable amount of adjustment.
SCOR 4060 Photo J r mie Reuiller
The 4060 was designed to have its centre of gravity as low as possible. The carbon fiber composite front and rear triangles are held together with aluminum links and packed tightly down in the frame.

Features & Details

The 4060 is one frame with two travel options, both using 29” wheels front and back. The ST has 140mm of rear travel paired with a 150mm fork and the LT has 160mm paired with a 170mm fork.

There’s a small flip chip in the lower link with its corresponding position for either ST or LT, but the bulk of the change in rear wheel travel comes via the use of a shorter stroke shock that effectively cuts off a portion of travel at the end of the stroke. Depending on the shock you have, it can be an easy task to change the stroke. Otherwise, along with the spec Fox Float X2 and RockShox Super Deluxe air shocks, it needs a bit of a dive inside to adjust the stroke. The flip chip also changes the geometry of the bike to make up for the change in fork travel and length between the LT and ST.

There’s adjustability at the head tube too, with SCORs own headset allowing a sizable angle adjustment. The lower cup is oval in shape, giving the two positions of slack or steep, while the upper cup is round. The team found that the larger oval cup was easier to hide in the frame’s volume, whereas an oval upper cup wasn’t up their street design-wise for the frame. But both cups are pressed in, negating any creak potential from simply dropped in cups, and using common bearing sizes for ease of maintenance.

No matter the setup, the 4060 frame uses a carbon fiber composite front and rear triangle connected via two aluminum links. With BMC’s in-house composite prototyping facility and history in composite bikes, it was what the SCOR team had the most expertise in. It’s a low-slung frame too, which was one of the design briefs to drop the centre of gravity as low as possible with all the links and shock positioned right down in the frame.

SCOR 4060 Photo J r mie Reuiller
All cable routing is internal and guided with moulded tubes inside both the front and rear triangle. Cables and hoses can be poked in at one end of the frame and will come out without a fuss at the other end, apparently.
SCOR 4060 Photo J r mie Reuiller
The rear of the bike is amply covered in soft and quiet frame protection. There's a SRAM UDH too.

The tunnel around the shock is available to fit all air and coil options from Fox and RockShox, along with the Öhlins TTX22m coil, which the bike was spotted with some months back. SCOR is currently going through the other shock manufacturers out there to give a comprehensive idea of shock compatibility.

The composite frame includes moulded in tubes for the internal cable routing in both the mainframe and rear triangle, with the idea being that you can insert your hose or cable in one end and it will poke out at the other end with little need for poking, jiggling or swearing. Bolt on pieces at the head tube secure the cables.

A water bottle cage mount and gear strap mounts are all present inside the front triangle - the frame is absolutely littered with details that show someone who rides was thinking when they developed this.

SCOR developed their own upper chain guide that can be spaced to fit different chain lines and easily rotated out of the way for crank removal without the need for tools. There are also the two lower ISCG chainguide tabs, available to fit a bash guard.

SCOR 4060 Photo J r mie Reuiller
Removing the down tube protector gives access to the stash box moulded into the frame.
SCOR 4060 Photo J r mie Reuiller
There's a spare UDH in there along with an elastic strap in the protector to hold whatever spares or gear you'd need on a ride. There's water bottle and gear strap mounts inside the mainframe too.

The frame is really well protected too, with a small fender on the back of the seat tube to protect the shock, along with ample, moulded and soft frame protection on the chainstay and seatstay. That chainstay protector being a favourite of mine, with the silhouette mirroring the monstrous Chaumont doubles that make the jump trail famous, along with keeping the chain slap noise to a minimum.

The down tube is also amply protected around its belly, but the protector can be removed via a small quarter turn screw to grant access to a moulded in recess, already housing a spare SRAM UDH along with space for a tool or potentially even a lightweight tube, with an elastic strap in the protector holding it all in place. There’s even protection on the back of the seat tube, via a thin metal stick on protector.

Most of the hardware is easily accessible, uses Allen keys and runs on bearings. Only the top rear triangle pivot is hidden, but is accessible with an open-ended wrench from the top. There’s a 180mm post mount for the brake, too. The industrial design of the frame paid attention to having large clean surfaces on the top tube, down tube and rear triangle to create space for the customisable frame protection. The frame ships with all protection installed, along with three more top tube and down tube kits in the box.

In conjunction with Slicy, SCOR will offer new designs regularly along with the possibility to make your very own through the Slicy mysublimstick app.

SCOR 4060 LT Geometry

SCOR 4060 ST Geometry

Geometry & Sizing

The frames are all available in four familiar sizes, S to XL, but SCOR also put a focus on the frame reach alongside that frame sizer letter. Those reaches being 435, 459, 485 and 515mm and printed on the frames. The ST grows between 4-6mm in the reach depending on size and setup.

Head tubes are short, down at a dinky 87mm for the S and going up to 127mm for the XL. Short riders or fans of a low handlebar setup should have no problems, while riders preferring higher bars would need some spacers or high-rise bars.

Head angles are either 63.8° or 65° for the LT and 64.5° or 65.5° for the ST. That’s pretty slack for either travel setup but with a big enough change from the cups to be noticeable on the trail and change the character of the front of the bike.

The bike is very much a split of long and stable front with a short and snappy rear. That coming from the trend opposing, 432mm chainstay on all sizes for the LT. The ST grows 1mm from the frame adjustments but is still a short number by today’s norms. But, was a clear choice in the development to help bring some sharp responsiveness to the bike’s handling.

In the middle, bottom bracket heights are 348mm or 351mm for the LT and 338mm or 340mm for the ST. Again, it’s a little higher than other bikes with similar travel, but was a choice of the development team to aid in manoeuvrability along with giving good clearance for the rock-strewn Jura hillside.

Seat tube lengths are short, ranging from 400mm for the S to 470mm for the XL, with seat post max insertions at 205mm, 235mm, 250mm and 295mm for sizes S, M, L and XL respectively.

Actual seat tube angles are 69° or 68.5° for the LT and 69.4° or 69° for the ST. SCOR also quotes their own effective seat tube angle using a saddle height of 750mm for all sizes. That equates to 76.5° or 76° for the LT and 77° or 76.5° for the ST. It’s worth noting that a 750mm seat height is generally representative of somewhere around an L size.

SCOR 4060 Photo J r mie Reuiller
The 4060 uses a four bar suspension system with two, short co-rotating links to define the instant centre.


The 4060 uses a dual short link suspension layout, with the links rotating in the same direction. The lower link is the driver of the 205mm long shock, with the trunnion mount on the down tube.

SCOR opted for a 62.5mm stroke option for the LT to help lower the leverage ratios and bring more support for the rider inputs. Often rider inputs can be really diluted and SCOR knew that a bike’s manoeuvrability isn’t just coming from its geometry. The leverage ratio starts at just over 2.9, dips to 2.2 and then climbs ever so slightly. The ST runs on a 57.5mm stroke shock to chop the travel down to 140mm.

SCOR 4060 Leverage Ratio
SCOR 4060 Anti-Squat
SCOR 4060 Anti-Rise

The linkage layout was designed to give a low instant centre, another against the grain aspect of the 4060 given the amount of high pivot hype at the moment. The low IC was intended to give reasonable levels of anti-squat while reducing the chain’s interaction with the suspension. With traction at a minimum in the Jura, even during dry times, the team wanted a bike that would scramble for traction wherever possible.

Anti-squat is between 100% and 90% at sag depending on the gear, but with the lightest climbing gears maintaining a higher level of anti-squat as the bike goes deeper into its travel. Anti-rise is in the high 70s around sag, with it dropping down to 40% at bottom out.

SCOR 4060 LT GX Purple
SCOR 4060 LT GX in purple.
SCOR 4060 ST NX Slate
SCOR 4060 ST NX in slate.

Options, Price & Availability

SCOR products are available through three different sales channels:

Direct to Consumer – Purchase online and delivered to your door. Framesets, accessories, spare parts and merchandising are available through direct to consumer.

Click & Collect – Order online, but collect at a SCOR dealer. Complete bikes and eMTBs, framesets, accessories, spare parts and merchandising are available through click and collect.

Retail – Purchase from a bricks and mortar SCOR dealer. Complete bikes and eMTBs, framesets, accessories, spare parts and merchandising are available through retail.

The 4060 is available in four complete bikes, covering the two travel setups of ST and LT, each with two different specs, and two framesets covering the two travel setups. The bikes all have well thought out specs, with money spent on the more important area. Tires don’t need changing out of the box with the LT having some meatier casing options than the ST and there are big 200mm rotors front and rear.

4060 LT GX - Fox 38 Factory fork and Float X2 Factory shock. SRAM GX drivetrain. SRAM Code RSC brakes. DT Swiss XM 1700 wheels with Maxxis Assegai EXO+ / Dissector DD tires. SCOR carbon bars. Burgtec Enduro Mk3 stem. Bikeyoke Divine dropper. Fizik Terra Alpaca saddle. $6,599 USD, €6,299 or 6,699 CHF.

4060 LT NX - RockShox Zeb Select fork and Super Deluxe Select + shock. SRAM NX drivetrain. SRAM Code R brakes. XDX - 530 wheels with Maxxis Assegai EXO+ / Dissector DD tires. SCOR aluminum bar & stem. X-Fusion Manic dropper. Fizik Terra Alpaca saddle. $4,499 USD, €4,299 or 4,599 CHF.

4060 ST GX - RockShox Pike Ultimate fork and Super Deluxe Ultimate shock. SRAM GX drivetrain. SRAM Code RSC brakes. DT Swiss XM 1700 wheels with Maxxis Assegai Exo / Dissector EXO+ tires. SCOR carbon bars. Burgtec Enduro Mk3 stem. Bikeyoke Divine dropper. Fizik Terra Alpaca saddle. $6,599 USD, €6,299 or 6,699 CHF.

4060 ST NX - RockShox Pike Select fork and Super Deluxe Select+ shock. SRAM NX drivetrain. SRAM Code R brakes. XDX-530 wheels with Maxxis Assegai Exo / Dissector EXO+ tires. SCOR aluminum bars & stem. X-Fusion Manic dropper. Fizik Terra Alpaca saddle. $4,499 USD, €4,299 or 4,599 CHF.

SCOR 4060 ST Frameset Purple
The 4060 ST in purple,
SCOR 4060 ST Frameset Mint
SCOR 4060 ST Frameset Slate
and slate.

4060 LT Frameset - Fox Float X2 Factory shock. $3,799 USD, €3,499 or 3,799 CHF.

4060 ST Frameset - RockShox Super Deluxe Ultimate shock. $3,599 USD, €3,299 or 3,599 CHF.

Bikes and framesets are available in purple, mint or slate colours. 4060 bikes and frames should be available as of the launch, with the 4060 Z eMTB being available later this year.

SCOR 4060 Z LT XT Purple
SCOR 4060 Z LT XT in purple.

4060 Z

Alongside the regular 4060 sits the 4060 Z eMTB.

The goal was to mimic a lot of the ride characteristics that the regular 4060 had, while making sure they were well suited to the differences in a ride that an eMTB would give.

The 4060 Z also has a carbon fiber composite front and rear triangle and uses the Shimano EP8 motor and system to do the driving. However, SCOR went with the large 720Wh Darfon battery as the power source. It is approved by Shimano, though, meaning that any support or service of the battery can go through the SCOR or Shimano dealer in the relevant country.

There’s a tool access for the battery, keeping it secure, along with internal routing through the SCOR handlebars for the display cable. The power button and charging port are down close to the bottom bracket, on the side of the bike and there’s many of the same details as the regular 4060, with the upper chain guide, water bottle and gear strap mounts, all internal cable routing, ample frame protection, SRAM’s UDH as well as the two travel options in one frame and the adjustable headset.

The LT versions have 160mm rear travel paired with a 170mm fork. The ST versions have 140mm rear travel paired with a 150mm fork.

The 4060’s suspension layout incidentally ends up playing well with an eMTB format - that linkage arrangement meaning the IC can be positioned in the space taken up by the motor and controlled to give as close to similar levels of anti-squat as possible in the important climbing gears while having lower levels of chain stretch influencing the suspension feel and tyre grip.

4060 Z LT XT - Shimano EP8 motor with Darfon 720 Wh battery. Fox 38E Factory fork and Float X Factory shock. Shimano XT drivetrain & brakes. DT Swiss H 1900 wheels with Maxxis Assegai EXO+ / Dissector DD tires. SCOR carbon bars. Burgtec Enduro Mk3 stem. Bikeyoke Divine dropper. Fizik Terra Alpaca saddle. $8,699 USD, €8,299 or 8,799 CHF.

4060 Z LT SLX - Shimano EP8 motor with Darfon 720 Wh battery. RockShox Zeb Select fork and Super Deluxe Select shock. Shimano SLX drivetrain & Deore brakes. XDH-130 wheels with Maxxis Assegai EXO+ / Dissector DD tires. SCOR aluminum bars & stem. X-Fusion Manic dropper. Fizik Terra Alpaca saddle. $6,599 USD, €6,299 or 6,699 CHF.

4060 Z ST XT - Shimano EP8 motor with Darfon 720 Wh battery. Fox 38E Factory fork and Float X Factory shock. Shimano XT drivetrain & brakes. DT Swiss H 1900 wheels with Maxxis Assegai EXO+ / Dissector DD tires. SCOR carbon bars. Burgtec Enduro Mk3 stem. Bikeyoke Divine dropper. Fizik Terra Alpaca saddle. $8,699 USD, €8,299 or 8,799 CHF

4060 Z ST SLX - Shimano EP8 motor with Darfon 720 Wh battery. RockShox Zeb Select fork and Super Deluxe Select shock. Shimano SLX drivetrain & Deore brakes. XDH-130 wheels with Maxxis Assegai EXO+ / Dissector DD tires. SCOR aluminum bars & stem. X-Fusion Manic dropper. Fizik Terra Alpaca saddle. $6,599 USD, €6,299 or 6,699 CHF.

SCOR 4060 Photo J r mie Reuiller

Ride Impressions

Day 1 was spent exclusively on the LT version where we shuttled around the Jura hillsides, mixing long challenging descents all the way to the towns at the bottom, interspersed with some pedals between the downs. The Jura trails are demanding and are often steep with tight, pocket-like turns that need to be hit precisely. Most of all though, they are lacking in grip and you spend a lot of time sliding around between the turns. Get it all right and the speed is addictive, and following some of the regions fastest around their home trails, also aboard SCOR bikes, was a great way to test the bikes.

Feeling comfy on such trails takes some time and a good bike then. So, it’s with some surprise that within only a couple of runs I was keen on chasing down the locals. The 4060 is an easy bike to jump on and go. The spec is brilliant right out of the box, with only the stubby 35mm long stem being something that I felt I would change. Maybe some higher rise bars too, but these things are personal preference. It’s also a reactive bike, one that can, with absolute ease, be picked up and put wherever you want or chucked into a manual on demand. The short chainstay, slightly higher BB and supportive suspension don’t waste much of the rider’s inputs, and that character fits so well with the Jura trails.

On paper the 4060 LT is a long travel 29er, and could at a glance be put in the same box as more race focussed bikes. But while it can go damn fast, it’s more for those riders who enjoy piloting a bike around, being dynamic in their riding and line choice. There’s no doubt that you could take it to an enduro race, but it dances to a different rhythm. And riding it in the forests and trails where the whole idea of the bike came about it all made perfect sense.

SCOR 4060 Photo J r mie Reuiller

The front of the bike is long and slack, our L size bike having a 485mm reach and 63.8° head angle. And there’s a bunch of stability from that end of the bike. It can feel a touch miss-matched to the rear of the bike on occasion, warranting a subtle shift of your body forwards to eek out the front wheel grip. But there’s room to do this, and it certainly isn’t a fault on the bike. The ability to change the head angle is an interesting one too, and I would be curious putting it in the steep setting at 65° to see if that would give more ease at getting front wheel grip in those handful of occasions.

For what is a big bike, it moves around with the sprite of a bike half its size. All the while still enticing you to take risks, up the speed and ride aggressively. The suspension is really supportive while still being supple enough to provide traction and feel and it pedals with a direct and taught feel, never once giving the need for locking it out. My long legs needed the saddle nudging forwards ever so slightly, but it was a comfy place to spend time on either seated or standing.

Day 2 saw the same bikes as the previous day, but setup in the ST guise. That meant a change of fork and shock, a flip of the chip in the lower link, turned headset cups and a swap of wheels with the lighter casing tires. Really though, if you’d like two bikes on a budget, this could be a really good option. All you need is a different fork and shock and all other parts could remain on the bike. If your home trails are a little more mellow, the ST would be the one. But you want to go on holiday where the trails are a bit gnarlier? An hour’s tinkering and you’ve got yourself a new but still familiar beast with the LT.

Day 2 had us shuttling on a lot of the same trails as day 1, which gave the perfect opportunity for comparison, even if my head was a little rattled from coming up short on a double the previous day. We also ventured out onto some slower and techier trails too, that might suit the ST a little more.

The ST feels like the same DNA as the LT, but is a much livelier bike. It’s like the sprite got turned up a couple of notches. Some might wrongly interpret this as sketchiness, but the liveliness that the ST exhibits is still bundled together with stability and capability. It’s like a fun and manageable wildness. In the ST guise it’s a bike that can really dart around the woods. The shorter travel and steeper geometry never felt like you were dropping the limit of the bike, it just meant that you needed to get in there more and work with it, which made it feel like an excited bundle of fun.

SCOR 4060 Photo J r mie Reuiller

Given more time, I would have loved to try the ST setup out with the slacker head angle. While 65.5° is a really good angle for a bike of this travel and intention, I’m a sucker for slack head angles. The ability to do that, and have a change bigger than a gnat’s whisker, is for me a nice feature on a bike. And the fact the cups are pressed in gives me confidence in it being less creaky than some drop in options.

And on the topic of noises, the bike is really quiet. No cable rattle or chain slap noises were present. It lets you hear just the suspension and tires go about their job. And with water, gear and spare storage all over the bike, it’s easy to ride the bike on big rides without a backpack. We did get a bit of odd play in the trunnion shock bolts towards the end of the second day, but every bike has its problems and this was a minor one that I’m sure would get attention before production. The bike generally has a really solid feeling to it, with no hints of fragility, beckoning you to give it some stick and ride it hard.

What SCOR has done with the 4060 is impressive. Firstly, they’ve not been shy about going against the trends to make the bike that they wanted to ride on their home trails. And after riding it there it was as clear as day that the way it was engineered delivered exactly what they were after.

The ability to have two bikes in one frame with only a few part swaps is also impressive. While the majority of owners might only ever run it in one setting, there will be a lot of riders out there who will take advantage of this and play around with the adjustments.

The 4060 is an all-around impressive first act from the new Swiss brand. And it left me curious how the bike would fare outside of the Jura hills where it was spawned, going back-to-back with bikes similar on paper, but with more of a focus on covering ground fast against the clock. Does that capable but agile split in the bike transfer well to other terrains? I’d also be curious to see how the compact and low suspension layout deals with the claggy mud and the day-to-day tasks of living with a bike long term.

Stay tuned this fall and we’ll actually have the 4060 ST in our Fall Field Test, where a lot of the chin scratching questions I have about the bike will quite possibly be answered along with a deeper review of the bike.

Author Info:
dan-roberts avatar

Member since Apr 6, 2019
137 articles

  • 168 1
 Spec and price is surprisingly reasonable. Kudos for a less expensive drivetrain and premium suspension instead.
  • 31 1
 Right? Definitely well done and well chosen on components! Drivetrain is easier to upgrade than suspension. Smart move on them and also nice pricing on the builds
  • 31 0
 agreed. i really like how they put code RSC on both GX builds, glad they didnt go G2 on the ST
  • 3 0
 i could only imagine what that lower link cradle would look like after a damp/wet/loam ride. perfect place pulvorize anything
  • 19 1
 @stormracing: I SCOR the spec 10 out of 10
  • 3 5
 This! Devinci specced an XO derailleur with GX cassette, cranks and shifter so they could go with RS Ultimate suspension pieces on my bike and I thought that was also a pretty smart way to keep costs down.
  • 4 0
 What a sexy design at a reasonable price.
  • 4 0
 @tonkatruck: unless they didn't tested the bike at all or never in their own region it shouldn't be a problem. Jura is one of the wetest, slimiest place you can think of so if it was a real problem they would have picked up on it.
  • 4 0
 @freeinpg: pretty dumb move imo, xo1 derallieur is useless without an x01 trigger, i rather have a x01 trigger and chain and a full gx rest of components
  • 1 1
 @NicolaZesty314: fair enough. SRAM isn't really forthcoming on the actual difference between the XO and GX pods(besides materials) but the idea of doing some mix/matching on the drivetrain to save $$$ to get you premium suspension bits is what I was getting at.
  • 36 0
 Are we now in a "looks like an ENDURO" time?
  • 28 1
 Looks like a Santa Special Megaduro
  • 5 0
 I believe that the Specialized Enduro of now copies the look of the Santa Cruz Nomad when they first released that design. Specialized was "yoking" stuff to get around the seat tube, Santa Cruz just went through it. So I think we are now in a "looks like a Nomad time.
  • 1 1
 Santa Cruz + Forbidden
  • 2 0
 Suspension wise it looks mostly like Legend!
  • 33 1
 beautiful bikes and great colours
  • 9 0
 Yeah I love that purp!
  • 5 0
 Yes I wonder where they got the idea for those colourways…
  • 1 0
 @jclnv: Nismo
  • 5 6
 @jclnv: Looks like a Forbidden
  • 1 0
 @Jules15: Bingo colour wise.
  • 2 1
 That purple thing has given me some body and mind sensations that I was hardly waiting for... Probably because I am single for too long.
  • 1 0
 @jclnv: to be fair they are sharp colors, but ya scrolling past the three shots of the framesets it was a bit uncanny.
  • 16 4
 If it just had a longer chainstay for those bigger sizes, especially the XL which is my size, I’d be all about it!
What a freaking gorgeous bike! So well thought out too and just done so well. Just wish it had a little more balance in those bigger sizes
  • 6 1
 Totally agree...if Dan already mentions an unbalanced feel on size L it wont get any better with the XL.
  • 2 0
 Ye they lost me at the geo chart. Too bad, build, color and general design are appealing but kids chainstays are not my favorite.
  • 2 0
 @stormracing : Cool to see a few people realising front centre to rear centre ratio is important for balance and optimum corner traction...first thing I look for in a geo chart is the CS length --> most of the time its way too short and i'm disappointed, same with this bike. Optimal ratio FC:RC for me? 1.75 with a 810mm RAD.
  • 19 2
 I like this SANTALIZED
  • 7 1
 I'm not sure why, but that sounds really, really dirty.
  • 1 0
 Hahahaha ! Santalized
  • 13 2
 I didn't realize how much I didn't like the look of the upper swing link on the new Santa Cruz's until I saw this bike, they may have copied their homework, but they also fixed some wrong answers!
  • 14 0
 1 frame 2 cups
  • 5 0
 geeez, I imagine that not many people get this joke
  • 2 0
 Brilliant underrated comment
  • 10 0
 No idea how it rides, but it looks great.
  • 4 0
 Ya, for me that ST looks like it could be a seriously good long-travel-for-Ontario bike. Really interested to hear how it does with an up and down mix of terrain when both pumping and pedaling through the woods. Hopefully the Fieldtest can include some of this along side the typical way bikes are ridden in actual mountains(hours up a fire road or shuttled, and then descending the full trail).
  • 6 1
 TBH, I was expecting $5k framesets and $10k build kits from a Swiss company. Maybe there's hope for the bike industry after all. And it'll be the small companies that save it.
  • 7 2
 how is it possible that the reach gets longer in the slack setting? also the seat tube angle gets steeper in the slack setting according to the chart above. WTF??!!!!
  • 15 0
 Because you change the head angle at the headset, not with a flip chip. A slacker head angle makes the front end a little bit lower, so the seat angle steepens and the reach gets slightly longer.
  • 1 0
 Same reason why anglesets sometimes result in longer reach
  • 3 0
 Funny to see MTB companies designing bikes with mantras from the old days of motorcycles. Meanwhile, they quickly realized that central cg is superior to keeping it as low as possible. Oh well, I'm sure in a few years we'll see that.
  • 4 1
 Yes! Every MTB brand talks about how their bike was designed for a low CG, but no one has proved this is a good goal. Low CG makes sense on 4-wheeled vehicles, where body lean impedes handling. But on a 2-wheeled vehicle, lean is HOW you handle. Centralizing the CG helps you initiate and complete a turn more quickly and effortlessly.
  • 1 0
 @bcmanucd: sure, CoG makes a big difference on a motorcycle, huge engine and gearbox mass. But on a bicycle, we're talking about grams, would that be enough to make a perceptible difference?
  • 1 0
 From my understanding, the real goal with CG on a bike is not to get the lowest CG, but to get it closer to the height of the hub axles, as they are the center point of all the centrifugal forces. It looks like they did that well here. With all the weight still up high from the cockpit bits, I bet the CG is still above the hub axles on this bike, so I don’t think it could get too low. As I see it, it’s not like you have all the weight of a motor in a motorcycle that could get the weight too low pretty easily.
  • 5 1
 So all the testing was done shuttling? It feels like descending is all that matters to Pinkbike testers. Or winch and plummet at best. I mean it is the fun part but it’s not what all mountain bikers do all the time.
  • 1 0
 I guess we'll have to wait 'till the Fall Field test to find out. Just as the current field test finally dropped now I have to wait for the next one!!
  • 5 1
 Are these prices what we can expect from now on. Nearly $4000 for a frame, and I thought it was crazy that carbon frames we're almost $3000 a few years ago.
  • 2 0
 If the geo numbers are actually correct, you get decent head tube angle adjustment with a really small BB height change.
I don't believe it, but if true, kind of cool for tuning purposes.
Want to check all your pivot hardware? Have your fat ass friend sag it for you!
  • 3 0
 Cheapest NX ST model, sell the fork (and swap sram drivetrain for xt/slx i guess), buy manitou mezzer (travel adjust 160-180mm via spacers), buy longer stroke coil shock. Kinda have two bikes in one. I'm liking the idea.
  • 3 0
 Does anyone know what SCOR stands for?

I can't imagine it's especially creative given that BMC = Bicycle Manufacturing Company
  • 19 1
 Maybe Some Company's Other Ride
  • 1 0
 What exactly is against the trend on these bikes?
29", 140-160 mm, carbon, slack (but adjustable), low shock .... sound familiar to me

I admit I do like how they look but overall the frame is to heavy and it's not very different from other good bikes. Given that BMC is behind this brand one could expect more.
  • 1 0
 Damn, that's a nice looking ride, especially in that purple. Had it been available a month ago I'd have maybe broke the piggy bank and opted for the lower tier build vs. my Ripmo AF
  • 5 1
 Same size wheels yet again.. Mullets are dying. It's happening!!
  • 2 0
 Their frameset webpage alludes to it being MX / mullet capable in the Specifications section ("Wheel Size
29" / Mullet"). Any word on how that's achieved?
  • 3 0
 Emailed them with that same question, I'll update with their reply
  • 8 0
 put a 27.5 wheel in the rear...
  • 6 0
 Hi andeh23

If you want to ride a 27.5” wheel instead of a 29” wheel in the rear of your 4060 frame you can. Swapping to a smaller wheel makes two main changes; it lowers the bottom bracket and it slackens the seatube and headtube angles.

For a bike in ST configuration, these effects can be compensated for by flipping the lower link chip to the LT setting so that the bottom bracket is raised.

For a bike in LT configuration the flip-chip is already in the high position, so if you want to raise the BB adjust the headset to the steeper setting (with the notch facing backward).
  • 4 0
 weight? no info on the website
  • 10 0
 Hi Ammericano

Measured weights are:

4060 Frameset w/o shock: 2.92 kg
4060 LT GX: 14.7 kg
4060 LT NX: 15.22 kg
4060 ST GX: 14.03 kg
4060 ST NX: 14.94 kg

  • 1 0
 @SCOR-MTB: thanks. they look good
  • 1 0
 @SCOR-MTB: at which framesize?
  • 2 0
 Mentions it a week prior without mentioning a first ride review to come soon Smile
  • 2 0
 Great looking bike! Its a shame complete bikes are not available for direct to consumer purchase.
  • 1 0
 Closest dealer to me is over 10 hrs away :/
  • 1 0
 That’s how I feel. I really like the bike but I have no dealers near me and can’t purchase online. Beautiful bike though.
  • 2 0
 Isn't SCOR a sub-brand of BMC? I owned a BMC mtb ages ago and all the cockpit stuff was SCOR.
  • 2 0
 That's why they named it SCOR, they already had the trademarked name.
  • 2 3
 I've got mixed feelings about this bike/brand/company. One one hand, I applaud them for giving us the effective seat angle at a nominal seat height. Thy typical measurement at a point level with the top of the head tube is meaningless - no one has their saddle that low, and depending on how slack the actual SA is, this effective SA could be wildly inaccurate for a tall rider.
On the other hand, they tout the low CG of the frame as a virtue. That's unproven at best, and a complete fallacy at worst.
  • 1 0
 I presume the st version is heavier than it needs to be for its intended use as it’s engineered to stand the abuse of the lt intended use.
  • 3 0
 looks sexy AF
  • 2 0
 So to change head angle, do you need to press out the cups?
  • 2 0
 Yes, you flip both headset cups by 180°. The two position headset changes the headtube angle by 1.5°. Notches to the front = slacker, notches facing backward = steeper.
  • 1 0
 @SCOR-MTB: what @TheRoadWarrior is asking, is how easy it is to make the change. for example, with a flip chip it's possible to do it trail side
  • 3 3
 Looks like a forbidden druid (right down to the colours, minus the HP), but a little more beautiful in my opinion. Really respectable spec too for the money.
  • 2 0
 dam looks sick after all, nice
  • 3 4
 Reach adjust headset instead of angle adjust please! 25-30mm is too large of a reach gap between sizes. That front wheel washing feeling can be fixed by shortening the reach by 10-15mm.
  • 3 0
 Chainstay flip chip would be sweet too
  • 3 0
 Slackening the headtube eats into the reach so I guess it does both, just not separately
  • 1 0
 @pedalt0themedal: only by 1mm, I’m talking 10mm which can have a significant impact on how the bike fits and handles. If you check any of the WC DH bikes they are crazy particular with reach, less fussy about HT angle (just give us the slacker one).
  • 3 2
 Only complaint from me is that it is Trunion, otherwise an amazing looking bike.
  • 1 0
 Not too impressed with the seat tube angle, but that is a good looking bike. Hope get my leg over one
  • 1 0
 This looks like a really intriguing rear suspension design. I like the looks of it a lot. Is this a patented design?
  • 2 0
 It looks just like Canfield's design, but with the shock being driven by the lower link, instead of the rear triangle. So, totally different....
  • 2 4
 So just realized this article is caught by the ebike filter. Is this seriously how that feature is going to operate for articles like this that, among the many normal bike variants, also mention an eBike variant? If so, can think you need to switch up how bikes are reviewed, to clearly strip out the eBike content separately - otherwise, readers will miss out on a lot of stuff.
  • 1 0
 They missed naming the emtb version SCORe.. but seriously, it’s a very good looking bike.
  • 1 0
 Looks awesome, however I would assume they will be sold SW and EU only
  • 2 0
 really clean lines
  • 1 0
 2021 seems to be the year of the purple bike (and I’m okay with that).
  • 2 0
 What a beauty!
  • 2 1
 I will now have my Hightower and Megatower for sale!!!
  • 2 1
 Looks like mix of Santacruz and Specialized Enduro
  • 1 1
 I think it looks like a low pivot Forbbiden
  • 1 0
 Wow! What a beautiful bike!
  • 2 5
 Who designs bikes like this? Obviously not people who want to do the bare minimum maintenance on their bike before a ride. Accessing two of those upper pivot bearings to check for tightness either requires that you disconnect the shock, or that you have a heavy friend compress the suspension for you. Why not just have the bolts pointing outward?
  • 5 0
 Sounds like one of the other hundreds of options out there are better for you than this bike.
  • 7 1
 There is not a chance in hell you check your pivot bolts for tightness every ride. Just buy a torque wrench and do them up once man!
  • 1 3
 @drfunsocks: Properly torqued bolts come loose sometimes. You may not check them every ride, but it's nice to check them frequently, just in case. A loose pivot bearing bolt can do major damage - especially to a carbon bike. Not having access to them for purely aesthetic reasons is just dumb.
  • 1 0
 @drfunsocks: the article mentioned trunion bolts working loose on the test rides. Definately worth checking those bolts a few times at least during the honeymoon phase.
  • 2 0
 @jayacheess: Loctite 243 exists. Ever since I started using it(as everyone should), I have never once had a bolt come loose. Ever. Use threadlock. It works.
  • 2 2
 @Almazing: Great? It's still not a sure thing.

Having access to your pivot bearings without taking the bike apart is just good sense. Not sure why anyone would defend this design choice.
  • 1 4
 Sometimes I wonder if the MTB world would be better off with just ten big bike makers competing with each other for marketshare and more importantly carbon/alu. frame manufacturing capacity and OEM part deals from the component companies. Then we could actually buy the bikes we read about in these reviews.
  • 2 0
 they'd probably work better with the large component manufacturers too, to better increase capacity... or buy them out.
  • 1 0
 @shredddr: I wonder how many of these frame builders get their bigger contracts locked with the large players and then sign up all these smaller players because the cost of entry is higher, which means a higher fee for doing prototypes, proofing, etc. they can commit to an initial short run of frames and then use the pandemic to say "ah sorry sirs, we can't fulfill, pandemic." How does any frame builder commit to new orders from new companies right now instead of focusing on fulfilling existing orders from say Trek, Specialized, etc?
  • 1 1
 Hmmm. Looks a bit like a Santa Cruz and a Mondraker had a baby...and a beautiful one, at that! Wink
  • 1 0
 wow that thing is good looking
  • 1 0
 How very BMC of them to have low front ends and small headtubes
  • 1 0
 Beautiful bike. At first glance it looks like a specialized enduro
  • 1 0
 What about seatpost diameter ?
  • 3 3
 Would love to scor(e) one of these!
  • 1 0
 Looks excellent
  • 1 2 it a trail bike that wants to be an all-mountain bike? Or an all-mountain bike that wants to be a trail bike?
  • 2 2
 Frame only e-bike would be nice.
  • 1 1
 You’ll shock your eyes out
  • 1 1
 Rough time to start a mountain bike company wouldn't you say?
  • 2 0
 A start up making components would kill it though.
  • 2 0
 Not if you already are a mountain bike company
  • 1 1
 i wonder if youll be able to "travel" more with this bike?
  • 1 0
 bikes are awesome
  • 2 2
 Looks like an Enduro
  • 1 2
 Dan does love to scor

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