Review: Santa Cruz Bronson V3
The new Santa Cruz Bronson took a page out of the Nomad's playbook, and version 3.0 of this all-mountain machine bears more than a passing resemblance to its longer travel sibling. It's still rolling on 27.5” wheels, and still has 150mm of travel, but along with the switch to a Nomad-style suspension layout, there have been a number of geometry tweaks to help it maintain its trail cred.
There are two different flavors of carbon frame – the top-of-the-line CC option, and the slightly heavier (but less expensive) C version, along with an aluminum model.
Our test bike came with the X01 build kit, which includes an X01 Eagle 12-speed drivetrain, SRAM Code RSC brakes, a Fox 36 GRIP2 fork, RockShox Super Deluxe shock, and carbon Reserve wheels. All that tallies up to an $8,199 price tag; swapping out the carbon hoops for alloy drops the price down to $7,000 USD. There's also a frame only option for $3,299, or the aluminum frame only can be purchased for $1,999.
There are two different flavors of carbon frame – the top-of-the-line CC option, and the slightly heavier (but less expensive) C version, along with an aluminum model.
Our test bike came with the X01 build kit, which includes an X01 Eagle 12-speed drivetrain, SRAM Code RSC brakes, a Fox 36 GRIP2 fork, RockShox Super Deluxe shock, and carbon Reserve wheels. All that tallies up to an $8,199 price tag; swapping out the carbon hoops for alloy drops the price down to $7,000 USD. There's also a frame only option for $3,299, or the aluminum frame only can be purchased for $1,999.
Bronson X01 Carbon CC Details
• Intended use: all-mountain / enduro
• Travel: 150mm
• Wheel size: 27.5"
• Frame construction: carbon fiber
• 65.1° or 65.4° head angle
• Chainstay length: 430mm
• Sizes: XS-XL
• Weight: 29.4 lb (13.3 kg) size large, w/o pedals
• Price: $8199 USD as tested
• Frame only: AL: $1999, CC: $3299
• Colors: Industry Blue, Primer Grey
• Lifetime frame warranty
• www.santacruzbicycles.com
• Intended use: all-mountain / enduro
• Travel: 150mm
• Wheel size: 27.5"
• Frame construction: carbon fiber
• 65.1° or 65.4° head angle
• Chainstay length: 430mm
• Sizes: XS-XL
• Weight: 29.4 lb (13.3 kg) size large, w/o pedals
• Price: $8199 USD as tested
• Frame only: AL: $1999, CC: $3299
• Colors: Industry Blue, Primer Grey
• Lifetime frame warranty
• www.santacruzbicycles.com
 | The Bronson delivers a balanced blend of playfulness and plowability... It's the sort of bike that encourages goofing off and finding creative line options rather than always going full throttle straight down the trail. |
The Bronson has a one-piece swingarm, and the shock passes through a tunnel in the seat tube.
Construction and Features
Thanks in part to the new shock orientation, the Bronson has more standover clearance than ever before. The seat tube lengths have been also been shortened, which allows riders to run longer travel dropper posts, and makes it easier to bump up a size without running into any issues.
Santa Cruz have long been proponents of threaded bottom brackets, which is what you'll find here. There are also the 'de rigueur' ISCG 05 tabs, and a molded chainstay protector to keep things nice and quiet. Along with their lifetime frame warranty, Santa Cruz also have a lifetime warranty on the pivot bearings - if they ever wear out customers can fill out a form online and have fresh bearings headed their way within 48 hours.
There's a “Plus” version of the Bronson offered that comes with 2.6” tires front and rear mounted to 37mm internal width rims, or the regular option that has a 2.5” tire up front and a 2.4” tire in the rear. I'll get into the handling specifics a little later on, but for now, just know that there's plenty of room for big ol' tires; all the way up to 2.8” if you want to go that route.
![Santa Cruz Bronson]()
![Santa Cruz Bronson]()
Thanks in part to the new shock orientation, the Bronson has more standover clearance than ever before. The seat tube lengths have been also been shortened, which allows riders to run longer travel dropper posts, and makes it easier to bump up a size without running into any issues.
Santa Cruz have long been proponents of threaded bottom brackets, which is what you'll find here. There are also the 'de rigueur' ISCG 05 tabs, and a molded chainstay protector to keep things nice and quiet. Along with their lifetime frame warranty, Santa Cruz also have a lifetime warranty on the pivot bearings - if they ever wear out customers can fill out a form online and have fresh bearings headed their way within 48 hours.
There's a “Plus” version of the Bronson offered that comes with 2.6” tires front and rear mounted to 37mm internal width rims, or the regular option that has a 2.5” tire up front and a 2.4” tire in the rear. I'll get into the handling specifics a little later on, but for now, just know that there's plenty of room for big ol' tires; all the way up to 2.8” if you want to go that route.
Frame protection is in place around the bottom bracket and further up the downtube to protect from flying trail debris and shuttling induced damage.
A tiny fender shelters the Super Deluxe shock.
Geometry & Sizing
The evolution of the Santa Cruz Bronson's geometry follows the longer and slacker trend that's still not finished yet. 67, 66, 65-degrees... Any guesses as to what the head angle of the 4th generation Bronson will be? The same progression applies to the reach numbers – they've increased by approximately 15mm with each iteration, and the latest version checks in at 455mm for a size large in the low geometry setting, which isn't super long, but it's not wildly short either.
To accompany that longer reach, Santa Cruz steepened Bronson's the seat tube angle to 75-degrees, compared to the 74-degree angle of its predecessor. The chainstay length was trimmed a tiny bit, and it now sits at a relatively short 430mm.
There is a flip chip that can be used to adjust the head angle by .3 degrees and the bottom bracket height by 4mm, but it'd take a super sensitive rider to notice the difference between those two settings.
Suspension Design
The move to a different suspension layout did more than just alter the Bronson's looks – the frame kinematics were changed as well. It's still a VPP design, with two counter-rotating links, but driving the shock from the lower link creates a consistent rising rate suspension curve. This helps keep the rear end behaving consistently throughout its travel, free from any mid-stroke wallowing.
Although it is possible to fit a coil shock on the Bronson, Santa Cruz designed it with air in mind; there's not really enough end-stroke ramp up to make a coil the best choice. There's also not quite enough clearance in the shock tunnel to fit a Float X2 or a Cane Creek DB air – those oversize air cans don't fit.
Specifications
![Santa Cruz Bronson]()
| Specifications | ||
| Price | $8199 | |
| Travel | 150mm | |
| Rear Shock | RockShox Super Deluxe Air RCT | |
| Fork | FOX 36 Float Performance Elite, 160mm | |
| Headset | Cane Creek 40 IS Integrated Headset | |
| Cassette | SRAM XG1295 Eagle 10-50T | |
| Crankarms | SRAM X1 Eagle Carbon 148 DUB, 32t | |
| Rear Derailleur | SRAM X01 Eagle | |
| Chain | SRAM X01 Eagle 12 SPD | |
| Shifter Pods | SRAM X01 Eagle | |
| Handlebar | SCB AM Carbon | |
| Stem | Race Face Aeffect R 50mm | |
| Grips | Santa Cruz Palmdale Grips | |
| Brakes | SRAM Code RSC | |
| Hubs | DT 350 | |
| Rim | Santa Cruz Reserve 37 Carbon | |
| Tires | Maxxis Minion DHF, 27.5x 2.6" (F), DHR2 27.5 x 2.6" (R) | |
| Seat | WTB Silverado Team Saddle | |
| Seatpost | RockShox Reverb Stealth 31.6 | |
Test Bike Setup
Other than trimming the bars down to 780mm, and swapping the 50mm stem out for one that measured 40mm I kept the Bronson in its stock configuration.
Inflating the RockShox Super Deluxe RCT to 185psi gave me 30% sag, and the three pre-installed volume spacers provided plenty of ramp up to prevent the shock from blowing through the last bit of its travel. It's possible to eke a little more end-stroke ramp up by removing 2 spacers and replacing them with one “Gnar” spacer, which is equivalent to 2.5 spacers, but that's the absolute maximum possible, and a step I never felt like I needed to take.
Up front, I ran 73 psi with one volume spacer in the Fox 36. LSC and HSC were set a few clicks in from fully open, and the rebound setting were within the range suggested by Fox for my weight.
Testing took place Bellingham, Washington, with multiple trips across the border to ride in Squamish and Whistler, BC, where it was called into action during the Pinkbike Field Test.
Other than trimming the bars down to 780mm, and swapping the 50mm stem out for one that measured 40mm I kept the Bronson in its stock configuration.
Inflating the RockShox Super Deluxe RCT to 185psi gave me 30% sag, and the three pre-installed volume spacers provided plenty of ramp up to prevent the shock from blowing through the last bit of its travel. It's possible to eke a little more end-stroke ramp up by removing 2 spacers and replacing them with one “Gnar” spacer, which is equivalent to 2.5 spacers, but that's the absolute maximum possible, and a step I never felt like I needed to take.
Up front, I ran 73 psi with one volume spacer in the Fox 36. LSC and HSC were set a few clicks in from fully open, and the rebound setting were within the range suggested by Fox for my weight.
Testing took place Bellingham, Washington, with multiple trips across the border to ride in Squamish and Whistler, BC, where it was called into action during the Pinkbike Field Test.
Mike Kazimer
Location: Bellingham, WA, USA
Age: 36
Height: 5'11"
Inseam: 33"
Weight: 160 lbs
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Location: Bellingham, WA, USA
Age: 36
Height: 5'11"
Inseam: 33"
Weight: 160 lbs
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Climbing
The switch to a new suspension layout didn't do anything to diminish the Bronson's climbing prowess. It's extremely calm under power, which means there's really no need to reach for that climb switch unless you've got a big stretch of pavement ahead of you. Efficient pedaling often comes at a price in the form of reduced traction, but that's not the case here – there's plenty of grip to keep the rear wheel tracking over slippery roots and greasy rocks.
That being said, for as well as the Bronson climbs, it still feels like you're sitting on top of 150mm of travel, and while it performs very well for its travel bracket, a shorter travel bike like the 5010 still has the edge when it comes to outright climbing quickness.
Santa Cruz didn't go super-steep with the Bronson's seat tube angle, but they didn't go crazy with the front center length either, a combo that created a comfortable position for my 5'11” height. That shorter overall length compared to some of the more stretched out options that we're starting to see does make the Bronson a little easier to handle at slower speeds. Compared to a bike like the Mondraker Foxy, which has the same amount of travel but a much longer wheelbase, it's easier to wriggle it through tight and tricky sections of trail.
![Santa Cruz Bronson]()
The switch to a new suspension layout didn't do anything to diminish the Bronson's climbing prowess. It's extremely calm under power, which means there's really no need to reach for that climb switch unless you've got a big stretch of pavement ahead of you. Efficient pedaling often comes at a price in the form of reduced traction, but that's not the case here – there's plenty of grip to keep the rear wheel tracking over slippery roots and greasy rocks.
That being said, for as well as the Bronson climbs, it still feels like you're sitting on top of 150mm of travel, and while it performs very well for its travel bracket, a shorter travel bike like the 5010 still has the edge when it comes to outright climbing quickness.
Santa Cruz didn't go super-steep with the Bronson's seat tube angle, but they didn't go crazy with the front center length either, a combo that created a comfortable position for my 5'11” height. That shorter overall length compared to some of the more stretched out options that we're starting to see does make the Bronson a little easier to handle at slower speeds. Compared to a bike like the Mondraker Foxy, which has the same amount of travel but a much longer wheelbase, it's easier to wriggle it through tight and tricky sections of trail.
Alex Evans doing a little bit of dirt work with those 2.6" tires.
Descending
I've been riding a bunch of extra-long and slack 29ers lately, and as much fun as that new-school geometry is, the Bronson's smaller wheels and slightly less sprawling dimensions give it a level of maneuverability that's very easy to get along with. I felt right at home from the moment the tires touched dirt; there was no need to adapt my riding style or learn to live with any handling quirks.
The Bronson delivers a balanced blend of playfulness and plowability. It's easy to pop up and over obstacles and to stuff the back wheel into tight turns, but there's also plenty of travel on tap for rougher sections of trail. It's the sort of bike that encourages goofing off and finding creative line options rather than always going full throttle straight down the trail.
Compared to the Hightower LT, Santa Cruz's 150mm 29er, or the previous Bronson for that matter, the new Bronson has an even plusher, more bottomless feel. There's no sudden harshness or spiking as you approach the end of the travel – the ramp-up is very smooth and controlled no matter how big the hit.
Cornering was especially enjoyable on the grey machine – the bike's center of gravity is nice and low, which makes it possible to really drive the back end through a turn. The Bronson has a planted, surefootedness to it that makes it possible to stay centered and in control with minimal effort on high speed, rough sections of trail.
![Santa Cruz Bronson]()
I've been riding a bunch of extra-long and slack 29ers lately, and as much fun as that new-school geometry is, the Bronson's smaller wheels and slightly less sprawling dimensions give it a level of maneuverability that's very easy to get along with. I felt right at home from the moment the tires touched dirt; there was no need to adapt my riding style or learn to live with any handling quirks.
The Bronson delivers a balanced blend of playfulness and plowability. It's easy to pop up and over obstacles and to stuff the back wheel into tight turns, but there's also plenty of travel on tap for rougher sections of trail. It's the sort of bike that encourages goofing off and finding creative line options rather than always going full throttle straight down the trail.
Compared to the Hightower LT, Santa Cruz's 150mm 29er, or the previous Bronson for that matter, the new Bronson has an even plusher, more bottomless feel. There's no sudden harshness or spiking as you approach the end of the travel – the ramp-up is very smooth and controlled no matter how big the hit.
Cornering was especially enjoyable on the grey machine – the bike's center of gravity is nice and low, which makes it possible to really drive the back end through a turn. The Bronson has a planted, surefootedness to it that makes it possible to stay centered and in control with minimal effort on high speed, rough sections of trail.
Santa Cruz Bronson
Kona Process 153 CR
How does it compare?
Kona's Process 153 CR 27.5 falls into the same category as the Bronson – it's a rugged all-mountain rig through and through. On paper, it's a little longer up front, with a 475mm reach vs. the Bronson's 455mm on a size large, and a little shorter out back, with 425mm chainstays vs. 430mm on the Santa Cruz. The 153's 66-degree head angle is also one degree steeper than the Bronson.
Climbing: The Process is a decent climber, but it's not quite at the same level as the Bronson. The Kona's 76-degree seat angle makes for a comfortable seated position, but there's a little more rear suspension movement under power, and it doesn't feel quite as efficient.
Descending: Both bikes can handle a generous serving of gnar, and there's no clear winner when it comes to deciding which bike is the more capable descender. However, I did have a few moments on the Process where I felt like the back end was squirting out from underneath me. There are plenty of short chainstay fans out there, but the combo of a longer front center and shorter back end made the Process feel a touch unbalanced at times, something I didn't experience on the Bronson.
The Process also feels stiffer, which, again, can be seen as a pro or a con depending on your personal preference. For me, the Bronson's overall feel was more to my liking. It's certainly not flexy, but it felt more compliant and comfortable at higher speeds on rough terrain. I'm also on the lighter side of the spectrum – bigger riders may like the 153's beefiness.
The Process is also a little heavier – Kona didn't hold back on the amount of carbon the used for the front triangle – but the frame only price is $200 cheaper than the Bronson, likely due in part to the use of aluminum rather than carbon for the chainstays.
What about the Nomad?
The Nomad and the Bronson share very similar geometry numbers, and weigh nearly the same, but they have two different personalities on the trail. If my rides typically involved shuttle or chairlift rides, or if descending was my number one priority, the 170mm Nomad would be my pick. That extra travel gives it the edge over the Bronson when it comes to pure DH runs.
But for rides that involve more than just gravity-fueled fun, I'd go with the Bronson. It feels livelier and quicker in more rolling terrain, and it's more enjoyable to pilot it through techy climbs than the Nomad.
The Nomad and the Bronson share very similar geometry numbers, and weigh nearly the same, but they have two different personalities on the trail. If my rides typically involved shuttle or chairlift rides, or if descending was my number one priority, the 170mm Nomad would be my pick. That extra travel gives it the edge over the Bronson when it comes to pure DH runs.
But for rides that involve more than just gravity-fueled fun, I'd go with the Bronson. It feels livelier and quicker in more rolling terrain, and it's more enjoyable to pilot it through techy climbs than the Nomad.
Technical Report
Tire size: I spent time on the Bronson with 2.6” tires front and rear mounted to Reserve 37mm rims, and with a 2.5” tire up front and a 2.4” tire in the back on Reserve 30 rims (that's a nice mix of imperial and metric measurements...). Those may not seem like massive differences, but it was very noticeable on the trail. The 2.6” tires mute the small vibrations a little bit more, but the bike felt less precise while cornering and when maneuvering through tighter sections. Personally, I'd go with the 30mm rims and 2.5 / 2.4” combination, but I could see the bigger rims and rubber being popular with riders looking for the most forgiving and comfortable ride possible.
Reserve carbon rims: Adding carbon rims raise the price of the Bronson by $1,200, but you could always use the fact that they have a lifetime warranty to help justify shelling out that extra dough. They also have a nice ride feel, with plenty of stiffness, but not so much that it feels like your teeth are going to get rattle out of your head. Our test wheelsets withstood plenty of hard hits, emerging unscathed other than a few scuff marks, and they only needed a minor truing over the course of the test period. Personally, I'd stick with alloy, especially if I was planning on doing any racing.
Fox 36 GRIP2 fork / RockShox Super Deluxe shock: Not too many companies spec a fork from one major company and a shock from another, but in this case, the decision paid off. The suspension components work very well together and are a large part of the reason why the Bronson feels as good as it does charging through rough terrain.
SRAM Code RSC brakes: At the risk of sounding like a broken record, SRAM's Code RSC brakes delivered plenty of power and excellent modulation – they're an ideal match for the type of trails the Bronson is built to handle.
![Santa Cruz Bronson]()
Tire size: I spent time on the Bronson with 2.6” tires front and rear mounted to Reserve 37mm rims, and with a 2.5” tire up front and a 2.4” tire in the back on Reserve 30 rims (that's a nice mix of imperial and metric measurements...). Those may not seem like massive differences, but it was very noticeable on the trail. The 2.6” tires mute the small vibrations a little bit more, but the bike felt less precise while cornering and when maneuvering through tighter sections. Personally, I'd go with the 30mm rims and 2.5 / 2.4” combination, but I could see the bigger rims and rubber being popular with riders looking for the most forgiving and comfortable ride possible.
Reserve carbon rims: Adding carbon rims raise the price of the Bronson by $1,200, but you could always use the fact that they have a lifetime warranty to help justify shelling out that extra dough. They also have a nice ride feel, with plenty of stiffness, but not so much that it feels like your teeth are going to get rattle out of your head. Our test wheelsets withstood plenty of hard hits, emerging unscathed other than a few scuff marks, and they only needed a minor truing over the course of the test period. Personally, I'd stick with alloy, especially if I was planning on doing any racing.
Fox 36 GRIP2 fork / RockShox Super Deluxe shock: Not too many companies spec a fork from one major company and a shock from another, but in this case, the decision paid off. The suspension components work very well together and are a large part of the reason why the Bronson feels as good as it does charging through rough terrain.
SRAM Code RSC brakes: At the risk of sounding like a broken record, SRAM's Code RSC brakes delivered plenty of power and excellent modulation – they're an ideal match for the type of trails the Bronson is built to handle.
Pros
+ Outstanding blend of plush and playful
+ Ideal all-rounder for riders who prefer technical trails
+ Build kit leaves little to be desired
Cons
- Taller riders may want even more reach
Pinkbike's Take
| You know that moment when jeans have achieved their ideal state of broken-in-ness? That period of time where they fit perfectly, right before the knees get holes in them and the back pockets start to tear? The Bronson is that feeling in bike form. It's extremely easy to get along with, a do-it-all machine that can be used for anything from enduro racing to big days in the backcountry. |
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I remember speccing up an mk1 nomad 10 years ago and the frame was £1800. You can now get the bronson alloy frame which will be infinitely better for the same price. Adjust for inflation and its waaaay cheaper to ride a rad Santa Cruz in 2018. Incidentally the bronson alloy is a hell of a looker - www.biketart.com/images/santa-cruz-bronson-alloy-2019-p48104-100512_image.jpg
I think a lot of the price anger should be directed at the big component players rather than the frame builders. I used to budget £30 for a cassette and now they are £125 for eagle mid range. (stamped steel vs machined alloy so maybe even thats justifiable) If your happy to be creative with your build though you can work around that.
Comparing top end carbon to yesteryears old top end alloy and saying everything is too expensive really isnt a fair anlysis.
For me bikes have always been crazy expensive for the top end models, but where value has been lost is that it is harder and harder to transfer parts over with the changing standards. The days where you could just buy a new frame and swap the parts straight over are disappearing (yes, it can still be done but it's now much more difficult)... That also means that the resale price of your frame is hit as it uses older standards, which is bad for the first owner...
The value for the money is absolutely there given that the bikes of today are incredibly better than what they were 20+ years ago. Whether or not you want to pay that much money for a pedal-powered bike is another question altogether.
What is making people scratch their heads is the bike shop vs. direct to consumer pricing. But, that's more of a personal debate.
bro no offense, but obviously you didnt do a lot of riding back in the days. Fact, x9 sram stuff was on par with x0 as it ran ran the same ball bearing shifters but at a very little weight penalty, but they felt identical. Rear derailleur built exactly the same minus the carbon cages. If you like the sram shifters today, then you would have like them 10 years ago.
As for droppers, those were also available at the time you started riding. Actually years before that. Again you just didnt understand what you were looking at. Also suspension back then actually felt almost better in some areas than it does today.
As for brakes, no denying brake tech has come a long way, but there were plenty of good brakes back then as well, just large and heavy.
As for droppers yes they were available, in the same way linkage forks and gearbox bikes are available now, they're out there but not common and a bit naff for the most part, they certainly weren't classed as essential like they are now.
And no, suspension did not feel better, it was certainly soggier and bottomed out easier, bit not better when you take a modern set up into consideration. From the frame side not much is different, but shock damping and consistency is through the roof in comparison.
Again no, brakes were naff. Shimanos were underpowered, Hayes had no modulation, avids were reasonable but expensive and hopes were rediculously expensive but actually good. I'm talking Hayes 9, original gen saint, avid juicy 7s and moto v2 era here, before elixirs and better shimanos came along.
Side note - interesting the upper internal routing entries appear different here vs. the N4. Do they remove the need to install those annoying little rubber things?
thank back to 1995 when you made $1000 every two weeks.....was $1000 for a bike ridiculous?
yeah, didn't think so. gotta keep your perspective or else you become a "get off my lawn" old man....lol
My stumpy back then was $800 or something.
Yeah, that’s about the year I really got into riding and after saving for a year or two, I was able to purchase one of the nicest steel hardtails at my local shop for just under $1000. That was pretty much the best bike in the shop at the time.
www.whistlermountainbike.com/Reviews/071910-santa-cruz-nomad.html
What about when I want to do front country though @mikekazimer ??
Agree still with your expectation in regards to the big bill though...
350=Solid hubs.
@heinous: I've pulled apart my 350s about once a year for the last five years — not only is there no visible or tangible wear on the star ratchets, but the grease is usually super clean too. DT for the win for ease of service and durability.
I have 240s on my cross bike, but only because they were part of a crazy good deal on a wheelset. The upcharge to 240s seems unnecessary to me, but to each his own.
Still insulting that you have to upgrade an 8100$ bike but it all makes sense. Between this and the geometry it’s obvious they know their customers very, very well
price: $400 usd
240 hubset weight: 381g
price: $767 usd
I would rather have the $367 into other components rather than 117g in non-rotational hub weight.
I do wish SC would not lace the 370 hubs to anything with carbon rims though.
Is Santacruz really prepared to send new pivot bearings to PNW / British riders regularly?
Who would've thought? Now imagine how a 26" would feel!
@mikekazimer
I would be very interested to know how you think it compares to the Ibis hd4?
(The geo is nearly identical and with the new linkage the Leverage curve is a lot closer as well.)
I also really like that on a small frame I can have a 150mm dropper (I'm 5'3") on the HD4. I wish that tech spec was better communicated in these reviews. They say the seat tubes have been shortened on the Bronson but that statement is pretty much meaningless. I think they could report the maximum insertion, but maybe there's more to it than I'm considering?
@bronco5
Thanks for the input!
I guess I'll simply have to try them both
Why pay so much more just for the carbon when you can spend a lot less on the Al?
I do love custom bikes and add so top notches to my, however 99 persent of the time I do not care, buy the best bike withiy you budget and ride shit out of it as long as it suits your needs!
Happy NY
7000$ will Al. Hoops
Option for Aluminum frame.
You could build up a Bronson for about 4K
It would be a bit heavier but would perform the same.
Cons. One day he will have to give back the test bike.
The price hike to 240 and/or kashima ,means XX1 and is a hell of a lot more.
I felt this variant was the best buy for me, although it is still too much, but i hopefully won't need to upgrade a thing.
SC are crafty c*nts with their pricing.
So 6511 Euro.
Do you have a link for a shop ?
My take is that due to a new UE directive, he has to list prices in EUR and sell to every EU citizen for the same price. But, since he does not sell online to anyone, there is still no problem of canibalizing other EU distributors, not many will take a trip to Poland.
m.pinkbike.com/news/field-test-stumpjumper-vs-remedy-vs-process-vs-bronson-vs-sb150-editors-choice.html
Does the shorter Chainstay and or steeper Headangle provide any positiv Moments on the Process CR ?
What would you say if you would downsize the Process to M (like in the Fieldtest ) so the toptube is onyl 5 mm different to the L Bronson ?
Just like sprinter van can be over 50K...or an old Ford van for 3k...both still get you around right?
I tested a carbon Bronson awhile back. Not really looking to upgrade, (had a 2018 Vitus Sommet) but my mate was trying out the new Nomad.
It blew me away. Not having the money, etc.. I looked into other options..
Ok can’t afford complete bike
Ok can’t afford carbon frame
Ok can afford Aluminium frame
Ok, can do it on finance ..
£54 per month
Ok go on then!
Lucky enough, ALL the parts from my Vitus Sommet, bolted straight on!
Sold Sommet frame for £550
Ridden Bronson 7-8times, LOVE it.
So far, paid less than £250.. (was interest free)
Happy boy!
I prefer a pair of well fitted jeans too - ie not too small and not too big. Sadly I’ll have to buy Diesel instead of these Levis.
Some clothing brands have different sizes for different markets, all written in a list inside the garments. I think it is to do with fashion as much as anything. Americans like to wear baggier clothes than Europeans so as to not look gay. Europeans are perhaps more interested in looking stylish than worrying if a stranger thinks they are gay.
As for bike sizing yes, it is a strange one. Especially when you consider a lot of brands have just one (1) length of back end across the entire range!
Exactly. I used to ride Santa Cruz XL bikes but now they are too big and the L is still too small...
My mk1 Solo was perfect!
Drivetrain 1k
Carbon wheels 1K
+Brakes, bars, headset, stem and all the other little things...
But you can go to walmart and grab sweet bike for $299
2nd hand, in 2022.
...ally, of course
Does the shorter Chainstay and or steeper Headangle provide any positiv Moments on the Process CR ? Or is the Process Geo now just over the edge for the majority of Joeys and SC found the golden geometry finally ?
What would you say if you would downsize the Process to M (like in the Fieldtest ) so the toptube is onyl 5 mm different to the L Bronson ?
(2nd try - as my inital post had errors)
and thanks like always!!
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I do wish it had 29” wheels, and the reach could be a little longer, but other than those two points I really don’t have any gripes about the bike. It did everything I wanted it to really, really well.
Personally I see a lot of SC bikes, but I’m in Northern California, near their hq. I also see a lot of ibis and specialized (also local brands), along with evil and yeti. Hell I see a lot of brands. And I see a lot of new riders, because the sport is definitely growing by leaps and bounds now, at least that’s my perception over the last 15-25 years (I’m 52 and still have my original Bridgestone mb-5 from the early 90’s). And yeah some of the new riders may not be as adept or knowledgeable, but that’s not a sin, nor is having the means to buy a great bike one either. But I also see a lot of awesome riders on SC bikes, along with a lot of other brands (I’m not that good, I’m old and relatively slow, but I do ride SC; and I’ve ridden a number of other bikes). SC make really good bikes, they’re high quality and are backed by an awesome warranty.
As far as “value” or bang for the buck, I think it’s better to compare frame prices - because a lot of us, if a complete bike deal at an lbs or online isn’t available, would rather customize the drivetrain brakes wheels and suspension anyway. And the frame pricing across the industry is pretty competitive and in a relatively narrow price range, and SC is right there versus the competition. Plus I give the brand kudos for offering aluminum versions on many of their bikes at very favorable pricing. I just don’t get the hate lobbed at Santa Cruz (or any other bike company) for their pricing of complete bikes, or for some anecdotal connotation of the type of rider that rides a certain brand.
- Taller riders may want even more reach"
Buy bigger size or/and add longer stem...
bikes with proper size for 6´7" are easy to find, question only is, are those the bikes that one is looking for? YT Capra is big enough, BTW. Or Transition Sentinel. Or Nukeproof Mega.
The Hightower comes in XXL. For all you tall folks ( and everyone else)might I recommend a Lenz Behemoth? XXL and room for Minion 3.0. ( spare me the metric rant. It says 3.0 on the tire ).
Hum.... let me think....
For comparable bike I'd pay around 9k nowadays. But back in 2014 USD to CAD was pretty much 1:1. Minimum wage back then was $9.50 now it's $15 add inflation to it, and it is not that huge difference.
And if you lookup similarly spec bikes, the price will +/- the same, depending on brand of course.
Pon owns SC since 2015, so what? Rob Roskopp is still the CEO I don't get what's your point. Or you trying to say that before that SC was making bikes for fun and after 2015 they started doing it for money?
On the other hand, I’m super happy with my XXL Hightoer LT!
The reviews for bikes all read the same though, largely positive and very little, if any, criticism. If they are the genuine findings from the review (not influenced by advertiser relationships) then it's time for a different approach.
However clicks dictate content, so unless pinkbike see a drop off, it'll be more of the same.
Also tested by german Bike Magazin and the bike got excellent score there as well, and they test stiffness in a lab among a dozen other parameters out on the trail. They are a bit ocd on the parameters perhaps but for a statistic geek it’s great.
I’m not saying we should trust these reviews blindly but for some reason the Bronson does well wherever it’s been tested. I tend to trust professional reviews more than subjective owner reviews, which can be completely made up for profit (i.e. paid influencers).
The finest carbon you can buy and it’s noticeably less stiff than a Kona?!?! A top of the line level CC frame.
Spare yourself the rant on too much stiffness being bad and tuned flex. And yeah, I’m probably bringing back 2006 stereotypes but sounds to me like Santa Cruz is full on in to the business of engineering in profit margin to their bikes and going cheap on carbon. Wow.
Also, the fact they made it so you can’t put an X2 on a bike that desperately calls out for it is a complete joke.
Only takes then simpleton level shock. “Engineered with comfort flex”. Geo is still two years behind and optimized for comfort, not speed. They spent all the money moving to the vastly superior lower link driven shock and made the bike for average level riders. Guess they know their audience.
Personally, I care less about trail feel and would not have the flex the .001% of the time I’m riding it hard enough to matter.
This Bronson is a massive improvement over the last one though and I will give you it has the Ibis soundly beat in fit and finish and paint quality - Ibis has some of the worst paint quality and finishing anywhere.
That said, the finishing on the new Bronson’s and 5010’s I’ve seen has not been great. My friends new 5010 cc has no clear coat on the bottom of the top tube! Very hit or miss.
You can for example get Norco Sight 1 fully on Kashima, for the same price, but then the bike is cheaped out on any other component...