First Ride: The New Santa Cruz Bronson
There's a new Bronson on the block, and it looks a whole lot like a Nomad. But don't be fooled by the similar looks – out on the trail this 150mm machine has an entirely different feel than its longer and slacker sibling. Just like the prior version, it's still an all-mountain bike through and through, although it's more than capable enough to mix it up at an enduro race, or for the occasional visit to the bike park.
There are both carbon and aluminum framed options, with complete bike prices beginning at $3,499 USD for the aluminum R model, and going all the way up to $9,899 for the XTR Reserve model. Want to build up a Bronson with your own selection of parts? An alloy frame will set you back $1,999, and a carbon CC frame goes for $3,299.
There are both carbon and aluminum framed options, with complete bike prices beginning at $3,499 USD for the aluminum R model, and going all the way up to $9,899 for the XTR Reserve model. Want to build up a Bronson with your own selection of parts? An alloy frame will set you back $1,999, and a carbon CC frame goes for $3,299.
Bronson Details
• Intended use: all-mountain / enduro
• Wheel size: 27.5"
• Rear wheel travel: 150mm
• Carbon or aluminum frame options
• 65.1° or 65.4° head angle
• 430mm chainstays
• 12 x 148mm rear spacing
• Sizes: XS-XL
• Complete price: CC: $6999 - $9899 USD, C: $3499 - $6399, AL: $3499 - $4199
• Frame only: AL: $1999, CC: $3299
• Colors: Industry Blue, Primer Grey
• Lifetime frame warranty
• www.santacruzbicycles.com
• Intended use: all-mountain / enduro
• Wheel size: 27.5"
• Rear wheel travel: 150mm
• Carbon or aluminum frame options
• 65.1° or 65.4° head angle
• 430mm chainstays
• 12 x 148mm rear spacing
• Sizes: XS-XL
• Complete price: CC: $6999 - $9899 USD, C: $3499 - $6399, AL: $3499 - $4199
• Frame only: AL: $1999, CC: $3299
• Colors: Industry Blue, Primer Grey
• Lifetime frame warranty
• www.santacruzbicycles.com
The Bronson's shock has been relocated lower to the downtube, where it's driven by the short lower link, a configuration that's designed to create a more linear, progressive suspension curve.
What's New?
The most obvious change to the Bronson is the rear suspension layout – the shock is now tucked low on the frame, just above the bottom bracket, rather than being attached to the top tube. There are also dual uprights on the rear swingarm (the prior version and the Nomad both have only one upright, on the non-drive side).
It's still a VPP suspension design, thanks to the two counter-rotating links, but by using the lower link to drive the shock Santa Cruz was able to give the bike a linearly-progressive suspension curve – in other words, the suspension should behave the same way when an obstacle is encountered no matter where the shock is sitting in its travel.
Thinking about trying out some extra-wide tires? That's no problem on the Bronson – there's room to go as wide as 2.8”. There are two different versions of each built kit - a 27.5 and a 27.5+ option. The 27.5 builds get a 2.5" Maxxis Minion DHF up front, and a 2.4" DHR II in the rear, mounted on rims with a 30mm internal width, while the 27.5+ versions get even wider rims, and 2.6” Maxxis Minion DHF and DHR II tires. The Plus hype seems to have subsided, but we're starting to see more and more 2.6” tires hit the market, a width that offers more precise handling than a 2.8” or wider tire, while still providing the extra traction and smooth ride that put 27.5+ tires on the map in the first place.
The Bronson's frame design has the shock positioned underneath the seattube.
A flip chip on the lower link allows for the head angle to be adjusted by .3-degrees, and the bottom bracket height by 4mm.
Sweating the Small Stuff
'Refined' is the word that often comes to mind when describing Santa Cruz's bikes – the little details are all in order, like the bolt-on downtube protector that's in place to protect the frame from the damage that shuttling can incur, the threaded bottom bracket, and the carbon tubes molded inside the front triangle to facilitate internal cable routing. There's also plenty of room to carry a full-size water bottle, and a miniature fender that protects the shock from any trail debris that gets flung up by the rear wheel.
A bolt-on downtube protector keeps the frame safe from damage while shuttling (or crashing).
Reduced seat tube lengths make it possible to run longer travel dropper posts.
Geometry - A Little Longer, A Little Slacker
The new Bronson's reach has grown by 15mm compared to the previous model, and the head angle is now a degree slacker in the lowest setting with a 160mm fork. Like the Nomad, there's a flip chip on the lower link that can be used to increase or decrease the head angle and bottom bracket height.
The seat tube angle has been bumped up to 75-degrees, while the actual length has been decreased, which makes it easier to run longer travel dropper posts, or for riders to size up if they're looking for a roomier frame.
The Juliana Roubion uses the same frame as the Bronson, but receives a different paint job, and the build kits include Juliana-branded seats and grips.
Bronson CC XX1 Reserve.
The aluminum Bronson S.
Specifications
Detailing every single possible parts configuration for the new Bronson would be about as exciting as watching paint dry, but there are a few highlights worth mentioning. The first is that every model, from budget to bling, comes with a 12-speed drivetrain, ranging from SRAM NX gruppo found on the entry level aluminum and carbon models, up to either SRAM XX1 or Shimano XTR at the other end of the price scale. RockShox handles the rear suspension, with either a Super Deluxe R or RCT depending on the pricepoint. Up front, a 160mm RockShox Yari is found on the least expensive options, while a Fox 36 Performance, Elite, or Factory fork is spec'd on the rest of the models in the lineup.
I'm in the middle of testing several different bikes at the moment (a tough job, I know), but there's something special about the Bronson that keeps making me grab it over the other test sleds, which is saying something considering that it's not rocking my preferred wheelsize. Is there a 29” version on the way? I sure hope so, but Josh Kissner, Santa Cruz's Product Manager, cagily shrugged off my pestering – we'll just have to wait and see if there's a big wheeled option in the works. In case you're wondering, there's no way that a 29" wheel can be sqeezed in there - the tire will hit the lower rocker link.
I've been able to get in a handful of solid rides in on the Bronson, just enough to come up with a few initial impressions on its handling. I got along well with the previous version, and so far that's been the case with this iteration as well. It's a very intuitive bike to ride, one that doesn't require any special riding techniques to get it to behave exactly the way I want. All of my rides have started with a sustained climb, giving me plenty of time to contemplate just its climbing prowess. The new suspension layout hasn't diminished the Bronson's uphill abilities in the slightest – there's still no need to reach down for that compression lever unless you're facing an extra-long gravel or paved road grind, and even then it's not really necessary. It feels quick and efficient, but without the fully locked-out feeling that sometimes accompanies dual-link designs - it's active enough to maintain grip over rough terrain.
The Bronson's no one trick pony - it climbs almost as well as it descends.
I've also started to experiment with a set of Santa Cruz's Reserve 37 wheels mounted up with a 2.6” Maxxis Minion DHF / DHR II tires tire combo, and that big rubber has already proven its mettle on the climbs – I managed to clean a section of trail the other day that I usually treat as a hike-a-bike. Granted, the dirt was perfect, but those big tires made it much easier to keep from spinning out and losing traction. They probably wouldn't be my first tire choice if I mostly rode on fast, hardpacked terrain, but on slightly slower speed trails that have lots of chunky rock- or root-filled sections the extra grip and stability they provide makes them an intriguing option.
Does the Bronson feel like a mini-Nomad? In a way, yes, although the word 'mini' might be underselling the capabilities of this bike. That 150mm of rear travel is incredibly supple and well controlled, which makes it feel almost bottomless in the really rough stuff. The Nomad may be a bit more forgiving of line choice errors thanks to its 20mm of extra travel, but the Bronson has a more energetic feel to its handling, and it's better suited for rides that include a little bit of everything – up, down, and all around. I'm going to keep putting the miles in over the next couple of months – look for a long-term review later this year.
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The only question left is that if Nomad is an Enduro bike and 5010 is a DownCountry bike, what is Bronson really? A remnant of All Mountain era? Will historians call it the New School Down Country? Smoke and a pancake? Bong and a Blintz?
#BRINGFREERIDEBACK
After riding the V3 for two years and getting on the V4 this year I will confirm that the new nomad is spooky comfortable bombing chutes vs the trail slaying V3.
Buy a dh bike if you're looking at the new nomad.
Santa Cruz should explain their bike spectrum like this: Blur = 29 XC, Tallboy = 29 XC/Trail, 5010 = 27.5 Trail, Bronson = 27.5 AM & High Tower = 29 AM, Nomad = 27.5 Enduro, Bro-mad = 29 Enduro, V10 27.5 = 27.5 DH, V110% = 29 DH .
Where's my Bro-mad and V110%!!!
V10 - stoke super rad Danny Hart legend
Nomad - it can make freeride great again
Bronson - so Enduro bro so GTFO
5010 - I’m so awake as fuk I feel more feedback
Blur - g@y!!!!
Yes
Either way it doesn’t help much to explain what’s going on. Just use a graph then all the obtuse and misused suspension jargon is avoided.
People are wildly confused by the terms linear and progressive here.
PB - can we do a beginner guide to kinematics please to save this stuff being discussed / potential misinformation being banded around as fact.
The previous bike wasn't overly progressive but did go through several rate changes throughout its travel so was therefore not a linear system.
Surely all they are saying here is they they have made the system linear rather than what people seem to be assuming it as being 'less progressive' than the previous bike?
So should Mike’s statement read:
‘The suspension is still a falling rate curve ramping up as it goes through its travel but it does so in a less progressive manner. Picture a straighter line rather than a hook shaped curve’?
Am I being pedantic? Am I wrong? Am I confusing matters unnecessarily. Am I all of the aforementioned?
We need charts.
The new bike, if it follows what Santa Cruz has been doing, will be linear in the initial travel, becoming progressive in the last 1/3-1/2 of travel. This gives a more bottom out resistance while keeping the initial travle plush, and is how many newer bikes have been tuned as people have started riding trail bikes more agressively.
Ie the derivative of the wheel rate is linear (or very close to it). Which would plot as a straight line.
1) whether or not the rate curve is flat or has a slope (linear or progressive)
2) where it not the slope itself changes (if the amount of progression changes, so linearized it would be to make the slope change less).
Some to think 'linear' means horizontal, for some reason. In this context, it just means a constant rate of change when looking at mm/mm vs. travel. It can go up (regressive), down (progressive), or be flat.
Source: math.
same ppl that conflate 'small bump compliance' with a single shaft speed i guess.
1. be y a given shock stroke
2. be x the rear wheel travel as a fonction of y as y=f(x)
3. f is a n-th order polynomial
4. ratio curve = plot of first derivative of f vs. rear wheel travel : y=f'(x)
A. if f(x) is a first order polynomial, f'(x)=a, a is a constant (mathematical sense, e.g. 2) y = a, meaning linear ratio curve (a straight horizontal line) in bike world = a given displacement at the rear wheel give the same shock stroke whatever the position in travel (because everybody understand that even with a LINEAR ratio, the shock stroke will blow along the rear wheel displacement) - so this type of ratio means that the suspension support only rely on the own shock's progressivity, if it has any...
B. if f(x) is a second order polynomial, f'(x)=2ax (first order polynomial) = strictly progressive/regressive ratio curve = a given displacement at the rear wheel give an evenly increasing (or decreasing) shock stroke all along the travel. The amount of increase/decrease by unit length is given by the second derivative of the shock stroke, as f''(x) = a
C. if f(x) is a third-order polynomial, f'(x)= 3ax^2+2bx second-order polynomial = variably progressive (regressive) ratio curve = a given displacement at the rear wheel give an unevenly increasing (decreasing) shock stroke along the travel. The amount of increase/decrease variation in shock stroke along the rear wheel displacement is given by the second derivative of the shock stroke, as f''(x)= 6ax + 2b
D. if f(x)= n+3 order polynomial, f'(x)= n+2 order polynomial : f'(x)=iax^i+(i-1)bx^(i-1)+...+(i-n)jx^(i-n) = variably progressive, linear or regressive) ratio curve along the rear wheel travel = all other composite, schizophrenic and impredictable type of ratio : linear-progressive-regressive, etc.... The amount of increase/decrease variation in shock stroke constantly change along the rear wheel displacement, and can eventually be given by the second derivative of the shock stroke, as f''(x)= (i-1)ax^(i-1)+...+(i-1-n)jx^(i-1-n) for what it worth...
Simply given : type A very difficult to set properly because evrything rely on shock progressivity and/or hydraulics so avoid coils and large volume cans/debonnair
type B and C can be used with both coils and air, nice tuning platform if progressive enough to rely on shock progressvity, will relax hydraulics
type D : guys responsible for this kind of ratio deserve to be banned to ever ride a full suss again, since it is almost impossible to tune a shock correctly for this type of curve because shock spring rate and damping rate are speed and position sensitive, so always varying along the travel with this kinf of kinematic...
Don't see how any of it is relevant to the discussion though?
@sspiff: Yes I do but staying out of it instead.
Bike Prices are out of control. That’s a decent build for a 3500$ bike. You have to spend 7 grand to get something that isn’t compromised out of the box.
I got my gen 3 nomad as a demo for $500 less than the AL capra that wasn't available. I had one reserved and after 3 months of my ship date getting pushed back i finally gave up.
$3700 for a YT Capra gets you a Lyrik, XT/e.13 drivetrain, solid e.13 wheels, Code RS, 30lbs
Canyon will get you the same spec as the Bronson for $3500.
It's a slap in the face and I will be voting with my wallet next time I get a bike.
For 5200$ I want suspension with real adjustments and x01. And wheels that aren’t garbage.
Twice as much? That's exaggerating. And good luck finding any YT's (for instance) at the moment, or a frame-only option...not saying direct-to-consumer is wrong or bad, but it's not necessarily the price/customer-service/value nirvana that it's touted to be...especially if your frame cracks...or when you've sold your rig to buy a bike that gets caught on a shipping container in the middle of a hurricane or trade war....Personally, I tend to buy frames used that are 12-18 months old and building it up the way I want to, so price-wise it's a little less...and I've enjoyed many SC bikes this way (along with a bunch of other awesome brands) that I would never want to buy straight up new at a dealer...
I agree with you though, new bike prices are waaaay outta hand. SC used to put together a pretty decent bike for the price point, but those days are gone. I'd buy a frame, but would never waste money on a complete from them with low-end fork/wheels/house brand parts.
@phclaw finding used alloy frames tends to be difficult, i personally wouldn't touch used carbon with a 10 foot pole, because people are too stupid and register their warranty for no reason.
The current Hightower LT is a fun bike, but it still seems like more of a stopgap, a bike that was created to satiate a demand without needing to open up an entirely new carbon mold. It has a relatively short reach and slack seat tube angle compared to other 29ers that we've seen hit the market recently. That's why I mentioned that I wished there was a 29" version of this bike - I think it would be superior to the current Hightower LT.
Also, I didn't write the article about the 5010 - that was @mikelevy. We came to the same conclusion independently about the bikes we rode. Turns out we both think a 29" version of these new bikes would be nice to see.
I understand that people don't feel the Hightower is as well engineered as the other SC bikes or other long-travel 29ers, but that doesn't mean they should switch everything into 29" wheels. Despite what the reviewers and the comments on Pinkbike suggest, SC obviously sees that there is still a market for ripper 27.5 bikes, and I for one am happy about that.
Prob their new downcountry bike will.
I can't wait for winter so I can strip it down and custom paint it. Last thought is white frame with rainbow lettering! (Will probably do gloss black with flat black, or replicate the teal/pink hotness of the previous Nomad as much as I can).
While the "Miami Vice" Nomad V3 and "Tennis Ball Yellow" Bronson V1 were awesome in their days, it's not unpleasant (to some, at least) to have a new sepia-ish/desert-ish color palette. Snowboarding and Freeskiing went pretty much through the same phase a couple years ago. It seems like everyother bike manufacturer uses the same color over and over again.
For one, I totally like these new colors, especially le MY2018 Bronson in army green / black.
www.santacruzbicycles.com/en-US/hightower-lt
Now we know why Santa Cruz started making their own wheels.
2nd fault: rear brake line internal routed
I just can't get over the cost though. Insanity. €10K.
its better work with some Chevrolet made by Daewoo
In the automotive industry (which I've worked in and remain a part of), branding is a KEY part. However, each company has processes/factories/uniqueness.
If I buy a €30,000 Skoda - it will be good. Say it's a mid range sedan. If I spend DOUBLE that, and spend €60,000 from Mercedes - it's going to be a LOT faster (base spec), likely handles better, corners better etc.
Crucially, it doesn't have the SAME parts on it. It sure as hell isn't built in the same factory.
Moving back to SC.
1) Parts are THE EXACT SAME PARTS that you find on Canyon/YT. The same/equivalent.
2) They all use similar factories. Yes, QC is different per brand - but that's beside the point
3) The new Canyon Strive is half the price. H a l f. www.canyon.com/en-fr/mtb/strive/strive-cf-9-0.html
So, to come back to my point - the price of these wagons is obscene. I'm paying for some better marketing and a (potentially, but no one can really prove this) better bike.
Thus my original point. I would love one of these bikes. They look unreal. But, the price differentiation is just too much (for me).
Your numbers are off for us in the USA. Probably because Canyon is Germany-based (albeit with the new US distribution/operations), and Santa Cruz is based in California.
In the US, the Strive is $1k less than a similarly-spec'ed Bronson ($5,999 vs $6,999...and you have to build the bike yourself I think or have it delivered built for $150 more). Both use sram carbon cranks, guide rsc brakes. Somewhat minor differences are Canyon uses a lyrik and Santa Cruz uses a Fox 36 Performance; bronson has raceface arc rims/dt-swiss 350 hubs vs deemax on the strive. And the bronosn has a better shock, the super deluxe vs the monarch plus rc3 (although it can be argued the lyrik rct3 is better than the fox fork).
A grand isn't laundry change, but it's not half...
For comparison sake - YT has some great pricing, the top of the line Capra CF Race is priced at $5,199...but again you have to build it, plus they're all sold out on the US website. You can't get any Capra's until late August and those are the mid-range carbon builds at $3,699 (ridiculous price...if you can actually get one - the first shipments of Capras to the west coast had some shipping delays/glitches).
The Strive and Capra are great bikes and great buys...but you're also giving up that element of customer service with a mail-direct company (SC is known for great service...I don't know about Canyon and YT)...plus a lot of us like customizing our rides, and the frame only option is one I usually look at (and I'm usually buying frames a year or two old, just to save cash). YT and Canyon rarely if ever offer frame-only options.
Either way, I'm looking at the top spec bike as that's the one I'd like to own (Fox guy right here) and there is no other way of looking at it in Europe, it's €5000 difference for similar specs.
Lastly, on building the bikes - YT/Canyon's are essentially built. You have to put wheels in, put one bolt in a derailleur, add the bars and you're done
That's potentially the best comeback I've read on Pinkbike, thanks for taking the time to right a proper, informative comment fella.
Really the best thing to do in states is buy a lightly used bike with component spec and a new frame. Sell the used frame and then you get best world of a warranty and a cheap parts package.
Not true, SC has their own exclusive factory in South Asia, they are owners in it, and run it. They moved out of the factories that made Giant/Trek/Spec several years ago and built their own facility. The carbon frames between brands are not built the same, or even close to the same build quality. I work with aerospace composites and I can tell you that SC's manufacturing methods are head and shoulders above the other brands.
I buy a new bike maybe every 5+ years, so if I'm forking out my hard earned money it will be for the best manufactured frame that will last 5-8 years.
I think it will be my next bike!!
Why do everyone expect a 29"?
Not all new bikes have to be 29er
27.5 are perfect!!
To each store i go they offer me 29er and they tell me that 27.5 are going to disappear
SC on my request: "Unfortunately a coil shock will not fit on the new Bronson. The Super Deluxe fits because it's an air shock with an inline piggy back. The Fox DPX2 will also work for this reason."
I, for one, love the option of running 2.6-2.8 tires. I also love the announcement of the 37mm reserve wheels. It's a good day to be a mtber.
Cant wait to throw a leg over one of these and give it a RIP. I also love the cement color.,
*kidding* just in case someone put their angry pants on this morning and can decipher sarcasm
Is it because double side rear triangle on the new Bronson ? Bronson Carbon is still a bit lighter than nomad carbon tho.
Any idea what’s going on here?
So, that means that a 29er would have to have an almost 2cm longer CS, probably 1.5cm, forgoing 2.6" tires, which is sensible anyhow. Good. ESTA also improved (with TT in the sweet spot at XL, for me). Sign me up for that bike when it gets released! In my heart I'm a Santa Cruz fanboi anyways.
Significant weight increase across the board. Odd that reviews make a big deal about a few grams less weight but will ignore a pound and a half gain.
so Hi = steeper STA and HTA, making it better for climbing, also more reach less stack
and Lo = slacker STA and HTA, making it better for decending, less reach more stack?
is that correct?
Hi = higher bottom bracket
Lo = lower bottom bracket
Anyway I rode an XL Davinci Django during a demo day, and I loved the bike...but even with 500mm ST I had a crazy amount of seatpost showing:
imgur.com/2RHUiUi
@casman86 If you want a DJ buy one... You will have more fun on it than you will forcing your trail bike into DJ mode.
RANDOM GUY: uhh its a bronson learn your bike looser. ahhhh that'll be fun!!
And did Santa Cruz really design it that way as part of some deal they made with SRAM to get cheap shocks?
www.youtube.com/watch?v=xOUEIJf698I
Comps:
Jeffsy 27 CF = $3500 / Bronson S Carbon C = $5200
Jeffsy 27 AL = $2300 / Bronson R AL = $3500
I can cover an awful lot of shipping for whatever warranty issues come up with the $1500 I saved on the front end.
Plenty of Jeffy 27s in stock at the moment.
What air pressure did you run in the 30mm Reverse wheels? And which one are you running in the 36mm Reverse wheels?
Santa Cruz would surely sell their whole production batch there!
Personally I like the specs of the new bikes, buy am put off by the colours and that shock right in the way of all the spray... mudguard or not, that rear shock eye is going to get effed. New Capra in red looks a lot better than this. Believe that.
Grey one looks nice to me but perhaps a bit boring. Not sure on the colours.
Background: I have a lot of 27,5" stuff I maybe want to reuse for a new bike and I'm not to tall (maybe thats why I like mulet bikes)
No super boost 157?
Why only Rock Shox in back? They make a great fork, but I hate, hate, hate their shocks. This bike deserves an X2 and not some beginner shock.
This should be an awesome bike. VPP bikes with the shock driven off the lower link ride so much better than the upper link ones going down hill. They jump better and the suspension doesn’t pack in like the upper link bikes and pedal just as well. I owned a Bronson 2 and own a v10. Also have a lot of time on the new Nomad. This bike should fix everything I didn’t like about the last Bronson. Don’t think I’m going to sell my HD4 for this though. Despite the fact that this frame will be actually finished properly, won’t creak and probably won’t brake, I’m down with Santa Cruz.
They have an ebike coming and I refuse to buy a bike from anyone that makes an ebike. But more than that, every interaction I’ve ever had with Santa Cruz has been negative - their reps are self-important jerks and while they do have an awesome warranty, I just always get a feeling dealing with them that they hold their customer in contempt.
For instance, look at the $5200 "Carbon S" build: you get Performance suspension, GX Eagle, crappy RF rims laced to DT Swiss 370 hubs, and low-level Code R brakes. Then look at the same price point from the other companies listed below: it's typically XO1 level drivetrains, Factory suspension, much better wheels, and Guide RSC or Shimano XT brakes. They're not even close.
Also 150mm frame could be smashed at the bike park no questions asked, to me intense / SC companies that have best in class suspension design, warranty, customer service and riding characteristics - for that i'm paying. I do not see any problems purchasing Capra's and other brands, each person able to find what suits him best...
and they make them in alu !!
Fitting Coils seems to be all the rage and they likely won't fit, not being able to fit an X2 or CCDB I feel will cut off a lot of the market, it certainly cut out any vague dreamy idea of me getting one. I think I'll just keep enjoying my V3 Nomad for another year at least.
My biggest concern though is what about riders being sponsored by companies other than Rockshox (Syndicate comes to mind, but there's many others), they just won't be able to run the Bronson because of sponsorship problems with running certain parts?
Also seen that the nomad builds are now specced with mismatching suspension too.
Next year same but in 29 version, or just different colours.
main question is, do we still need pieces of inner tube to protect lover link?? or this bike can be used only in dry conditions??
Yet I am wondering if this one will have more of a “character“ as I found the older Bronson most of all just forgiving and not pushing you towards insanity