Review: Santa Cruz V10 29 - A Highly Refined & Rapid DH Race Bike
The Santa Cruz V10 needs little introduction – it's been a mainstay on the World Cup downhill circuit for the better part of two decades, racking up an impressive list of podium appearances along the way. In 2017 a prototype 29” wheeled version of the venerable downhill machine made its racing debut, opening the floodgates for the next generation of race bikes.
It wasn't long before almost every manufacturer had a big-wheeled DH bike of their own, some more refined than others. 29ers haven't completely dominated the downhill race scene the way some predicted – it turns out rider height is an important part of the equation - but the results sheets show that they're here to stay.
It wasn't long before almost every manufacturer had a big-wheeled DH bike of their own, some more refined than others. 29ers haven't completely dominated the downhill race scene the way some predicted – it turns out rider height is an important part of the equation - but the results sheets show that they're here to stay.
Santa Cruz V10 29 Details
• Wheel size: 29"
• Travel: 215mm rear / 200mm front
• Carbon frame
• 63.3 or 63.7-degree head angle
• 445 or 455mm chainstay length
• Sizes: M, L, XL
• Price: $8,199 USD as tested; $3,699 USD frame only
• Weight: 35.25 lb (size large, actual)
• www.santacruzbicycles.com
• Wheel size: 29"
• Travel: 215mm rear / 200mm front
• Carbon frame
• 63.3 or 63.7-degree head angle
• 445 or 455mm chainstay length
• Sizes: M, L, XL
• Price: $8,199 USD as tested; $3,699 USD frame only
• Weight: 35.25 lb (size large, actual)
• www.santacruzbicycles.com
The name may suggest otherwise, but the production version of the V10 29 has 215mm of rear travel that's paired with a 203mm Fox 49 fork to create one formidable rock- and root-eating machine. It's available in three sizes: M, L, and XL, and for shorter riders, or anyone who prefers smaller wheels, there's also a 27.5” version that was developed at the same time that's available in S, M, and L sizes.
Our test bike was built up with the X01 kit, which leaves little to be desired as far as parts spec goes. Highlights include Fox 49 Factory fork, DHX2 coil shock, SRAM Code RSC brakes and X01 7-speed drivetrain, Race Face SixC carbon cranks, and DT Swiss 350 hubs laced to Race Face ARC 30 HD rims. That all adds up to $8,199 USD, or the frame alone is available for $3,699.
 | It delivers an incredibly stable, locked in feeling – imagine the motorcycles that zoom around the Wall of Death at county fairs, or the way astronauts get pressed into their seats during blast-off, and you'll start to get the picture. |
Construction and Features
Santa Cruz's carbon frames have earned a well-deserved reputation for being highly refined, and the V10 29 is no exception. Santa Cruz typically offers two levels of carbon – the heavier but less expensive C models, and top tier CC construction for their trail bikes, but the V10, is only available with the CC-level frame; there's no less-expensive carbon or aluminum option to be found.
The frame is equipped with two sets of flip chips – one pair that alters the chainstay length by 10mm, and the other, located on the rear shock mount, that can be used to slacken the head angle by .4-degrees and drop the bottom bracket by 5 millimeters.
Tube-in-tube cable routing hides the derailleur housing from view, while the brake line is routed externally for easy brake swaps, which is always nice to see, since the last thing anyone wants to do is struggle with internal routing hours before an important race.
All of the little other details are taken care of too – there are integrated fork bump stops on each side of the head tube, down tube protection to prevent damage from shuttling or flying through a scree field, a tiny integrated fender to keep the shock semi-protected and a ribbed chainstay protector to keep the noise down.
![Santa Cruz V10 29 review Photo by clint trahan clinttrahan.com]()
![Santa Cruz V10 29 review Photo by clint trahan clinttrahan.com]()
![Santa Cruz V10 29]()
Santa Cruz's carbon frames have earned a well-deserved reputation for being highly refined, and the V10 29 is no exception. Santa Cruz typically offers two levels of carbon – the heavier but less expensive C models, and top tier CC construction for their trail bikes, but the V10, is only available with the CC-level frame; there's no less-expensive carbon or aluminum option to be found.
The frame is equipped with two sets of flip chips – one pair that alters the chainstay length by 10mm, and the other, located on the rear shock mount, that can be used to slacken the head angle by .4-degrees and drop the bottom bracket by 5 millimeters.
Tube-in-tube cable routing hides the derailleur housing from view, while the brake line is routed externally for easy brake swaps, which is always nice to see, since the last thing anyone wants to do is struggle with internal routing hours before an important race.
All of the little other details are taken care of too – there are integrated fork bump stops on each side of the head tube, down tube protection to prevent damage from shuttling or flying through a scree field, a tiny integrated fender to keep the shock semi-protected and a ribbed chainstay protector to keep the noise down.
There's a tiny fender to help keep some of the mud off the shock.
A flip chip allows for a slight head angle and bottom bracket height change.
Geometry & Sizing
Trail and enduro bike geometry still seems to be in a state of flux, but things are a little more settled in the downhill world, at least for now. The reach on the size large V10 29 is 461mm, which is within a few millimeters of the new Scott Gambler, Specialized Demo, and Norco's Aurum HSP, although out of those four bikes only the V10 and the Gambler are available in XL sizes.
Santa Cruz didn't go wildly slack with the V10 – in the low setting its head angle is 63.3-degrees, which is fairly typical, but we are starting to see more DH bikes released with sub-63 degree head angles. That being said, the V10 uses an internal zero stack upper headset cup and an external lower cup, which means that riders who want to try a different head angle can install a geometry adjusting headset.
The chainstay length can be set at either 445 or 455mm for the M and L sizes, and 455 or 460mm on the XL.
Trail and enduro bike geometry still seems to be in a state of flux, but things are a little more settled in the downhill world, at least for now. The reach on the size large V10 29 is 461mm, which is within a few millimeters of the new Scott Gambler, Specialized Demo, and Norco's Aurum HSP, although out of those four bikes only the V10 and the Gambler are available in XL sizes.
Santa Cruz didn't go wildly slack with the V10 – in the low setting its head angle is 63.3-degrees, which is fairly typical, but we are starting to see more DH bikes released with sub-63 degree head angles. That being said, the V10 uses an internal zero stack upper headset cup and an external lower cup, which means that riders who want to try a different head angle can install a geometry adjusting headset.
The chainstay length can be set at either 445 or 455mm for the M and L sizes, and 455 or 460mm on the XL.
Suspension Design
The V10 uses Santa Cruz's lower-link driven VPP suspension layout, with the shock positioned low in the frame, and attached to a brace that joins the top and down tube. The bike's leverage curve was chosen with a coil shock in mind, but a larger volume air shock, something along the lines of a Fox Float X2, can work as well. The overall goal with the suspension design was to create a linearly progressive leverage curve (picture a diagonal line) in order to maintain a consistent feel with enough ramp up to avoid going through all 215mm of travel too quickly.
| Specifications | ||
| Price | $8199 | |
| Travel | 215mm | |
| Rear Shock | FOX DHX2 Factory SLS Coil | |
| Fork | FOX 49 Factory, 203mm, 29" | |
| Headset | Cane Creek 40 Hellbender | |
| Cassette | SRAM X01 DH Cassette 7 Spd | |
| Crankarms | Race Face SIXC Crank 83/165mm, 34t | |
| Chainguide | E13 LG1+ | |
| Chain | SRAM XX1 | |
| Rear Derailleur | SRAM X01 DH 7sp | |
| Shifter Pods | SRAM X01 DH 7sp | |
| Handlebar | Santa Cruz Bicycles AM Carbon Bar 35x800 | |
| Stem | Santa Cruz Direct Mount 35x45/50 | |
| Grips | Santa Cruz Palmdale | |
| Brakes | SRAM Code RSC | |
| Hubs | DT 350 | |
| Rim | Race Face ARC HD 30 | |
| Tires | Maxxis Assegai 29x2.5 MaxxGRIP 3C | |
| Seat | Ergon SMD2 Pro Ti | |
| Seatpost | Burgtec Xpress Carbon Post, 31.6 | |
Test Bike Setup
Other than a few local shuttle laps, the vast majority of my time aboard the V10 took place in the Whistler Bike Park. It's the perfect location for tallying some serious vertical, and the trail selection includes everything from proper downhill tracks to the berm- and jump-filled classics that Whistler is known for.
For my 160 lb weight I ran a 450 in/lb spring, and settled on the following settings for the DHX2 (all clicks are from closed): LSC: 13 HSC: 11, LSR: 13, HSR: 0. The shock remained in the low setting for the duration of testing, due to the fact that I never encountered a situation where it seemed like a steeper head angle would have been a benefit.
Up front, I inflated the Fox 49's air chamber to 64 psi, with 4 volume spacers installed. My fork settings were as follows (again, clicks are from closed): HSC: 14, LSC: 10, HSR: 4, LSR: 5.
Mike Kazimer
Location: Bellingham, WA, USA
Age: 37
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Location: Bellingham, WA, USA
Age: 37
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Riding
The V10's voracious appetite for speed was apparent from the moment I pointed it downhill. It's a very well balanced bike, and it didn't take long at all to get accustomed to its geometry. At 5'11” I was right at home on the size large, and while I probably could have handled an extra-large, I'd rather have a little more maneuverability instead of prioritizing straightline stability over everything else.
The V10 delivers a highly engaging ride, and there was a snappiness to its handling that especially enjoyable, especially when it came to hitting larger jumps. That's when the V10 would absolutely soar, launching further than I expected on a number of occasions. The low slung top tube helps keep the bike from feeling too tall, and provides plenty of room for maneuvering when extra body English is required.
What about cornering? The grumbling about 29ers not being fun has started to die down, but I'd encourage any remaining naysayers to hit up a series of high speed bermed turns aboard the V10 29 without cracking a smile. It delivers an incredibly stable, locked in feeling – imagine the motorcycles that zoom around the Wall of Death at county fairs, or the way astronauts get pressed into their seats during blast-off, and you'll start to get the picture.
Yes, it does require higher speeds to make the most of its abilities, and if you're solely focused on squaring off corners and rolling tires off rims it may not be the right tool for the job, but otherwise it's an extremely entertaining (and confidence-boosting) ride. I kept the chainstay in the 445mm setting, but it is nice to have the option to go longer, whether that's to adapt the bike to a certain track, to suit rider preference, or just to try something different.
Despite having all the travel, the V10 doesn't feel ridiculously plush, but in this case that's not a negative attribute. It manages to filter out just the right amount of trail chatter without muting it completely, a trait that made it easy to keep tabs on what the wheels were doing when I was making my way through a slippery rock garden, or searching for traction on an off-camber tangle of roots. Bigger impacts and g-outs were handled without any issues, and there wasn't any unnecessarily harsh ramp up at the end of the shock's stroke.
The V10's stability carries over into the high speed straightaways as well – I reached my mental speed limit well before the V10 ever did. While it's designed to be piloted at race pace as much as possible, the V10 29 remained relatively manageable when the miles per hour drop. It's a big bike, but it's not so sprawling that it can't handle slower speed, steep and technical maneuvers. There are obviously limits, but I was impressed with the V10's downhill versatility.
The only nitpick I have with the V10 is in regards to the seat tube angle. No, this isn't related to climbing performance – it's due to the potential to buzz the tire on the seat. I thought I was running my seat high enough, but ended up needing to raise it even further to avoid hearing that telltale 'bzzzt' of fabric on rubber. That wasn't too big of a deal for me, but riders with shorter legs could potentially find themselves wishing they could lower their seat further than what's possible.
Santa Cruz V10 29
Specialized Demo
How does it compare? Santa Cruz V10 29 vs. Specialized Demo 29
The V10 29 and the new Specialized Demo were both designed with racing and carrying speed in mind, but they tackle that goal in different ways.
Let's start with the basics. The V10's frame is carbon, while the Demo's is aluminum, a difference that gives the V10 a two pound weight advantage, at least when comparing the V10 reviewed here to the Demo Race. The V10 will also leave your wallet significantly lighter – the frame only is $3,699, compared to the $2,500 Demo frame.
On the trail, the Demo has a slightly more planted, stuck to the ground feel, and it doesn't have quite the same level of responsiveness as the V10, although both bikes have excellent high-speed stability. I do like how the weight of the Demo is situated as low as possible – it encourages a heels down riding style, one where you can really push into the bike through corners and in rough section of trail. The V10's weight is nice and low as well, but it doesn't have quite the same ground-hugging feel as the Demo.
Sizing on the Demo is also limited to a 465mm reach number on the S4, which means taller riders will likely need to look elsewhere.
Maxxis Assegai tires
Fox 49 fork
Technical Report
Maxxis Assegai tires: The Assegai has become one of my favorite tires for challenging conditions where the maximum level of traction is required. They're not as fast rolling as a Minion DHF, but they can find grip in everything from loose, dusty soil to slimy roots and rocks. I did manage to slash a sidewall, but the rock that did that damage was shaped like a caveman's razor blade, and would have punctured anything other than a solid rubber tire.
Fox 49 fork: The Grip 2 damper equipped Fox 49 took on all of the braking bumps and square-edged hits I subjected it to without missing a beat. The 49 offers an outstanding level of performance with a wide range of possible adjustments.
![Santa Cruz V10 29 review Photo by clint trahan clinttrahan.com]()
Maxxis Assegai tires: The Assegai has become one of my favorite tires for challenging conditions where the maximum level of traction is required. They're not as fast rolling as a Minion DHF, but they can find grip in everything from loose, dusty soil to slimy roots and rocks. I did manage to slash a sidewall, but the rock that did that damage was shaped like a caveman's razor blade, and would have punctured anything other than a solid rubber tire.
Fox 49 fork: The Grip 2 damper equipped Fox 49 took on all of the braking bumps and square-edged hits I subjected it to without missing a beat. The 49 offers an outstanding level of performance with a wide range of possible adjustments.
Pros
+ Excellent high-speed stability
+ Well balanced geometry
+ Adjustable chainstays allow for fine-tuning
Cons
- Seat tube angle may hinder shorter riders
- Price may be too high for privateers on a budget
Pinkbike's Take
| The Santa Cruz V10 continues to evolve, and the 29" is the fastest version yet, a highly refined and well-rounded DH bike that's race-ready right out of the box. |
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To be fair, it was plainly obvious that the new Demo was the best suspended bike in this year's WC. Commencal and Scott were close. And this coming from a known SC fanboy.
#climbslikeapig
www.pinkbike.com/photo/16210339
Full disclosure: I spent a gross amount of money to build up my megatower. Value is subjective.
WHAT?! But you (the mtb media) have been telling us for a couple years now that everyone needs 29" wheels... Everyone!
So, you mean not everyone wants to get their ass buzzed by a too big rear wheel on a lunch ride, when 0.3 seconds (the time gap Danny Hart was looking at when testing the 29er DH bike) is nothing? That not everyone is a racer, and most riders would be better off seeking comfort and fun instead making bike fit compromises in the name of all-out speed?
Thanks for the insight!
Thanks!!
I hear people say this but have never seen any actual fact to back it up, I.e. data.
Most "flow trails" are smooth enough that most of us could ride them on frigging gravel bikes, and probably be faster and need less pedaling! 29 to 26 wheels isn't going to make any real difference except the big ones will carry more momentum, which means they'll slow down more slowly, but that also means it's going to take more work to move around. It's just physics.
Or alternatively, I need a mountain bike to mountain bike. I need a bike that won't kill me because I need to be alive to mountain bike. Most people will survive riding a trail bike, so a trail bike will fit most people's needs.
I do think I speak for most people here though that a life without bikes is one a lot less worth living.
@EvoRidge: that is exactly what i would do. I have done testing with absolutely minimized variables and found the benifit to be quite distinct.
it's quite sad and ironic that basically everyone knocking long chainstays has never even tried them. They also tend to be inexperienced voices.
@DavidGuerra: "At higher speeds it's the rear that ends up holding the bike in the corners"
That statement is factually incorrect; and the reason i said you are narrow minded, it's not an assumption, you clearly are. The bike is actually held up by both wheels in corners. The amount of weight born by each wheel at any given moment depends on the front rear bias of the bike, rider position, grade and other dynamic qualities such as suspension, inertia, braking and accelerating.
It really is is ironic (irony is defined as: a literary technique, originally used in Greek tragedy, by which the full significance of a character's words or actions are clear to the audience or reader although unknown to the character) when people speak about subject matter which they have no actual experience in
to speak more exactly:
It is a fact that no cyclist that i have communicated with or read the opinion of, who has ridden a bike with long chainstays while tenured with offroad-gravity-speed-type proficiency, has spoken negatively about long chainstays.
On the other hand many cyclist who are proficient with offroad gravity speed, who have ridden bikes with long chainstays while tenured communicate positively about or win on them. Paul Aston being one, Greg Minnar being another, and Sam hill as a average height guy who just cleaned up on long chainstays.
To put it another way most pro dh'ers who were successful on a bike with longer chainstays like @AaronGwin1 on a Trek Session were notably less successful when they went to bikes like past generation Specialized Demo's. Now Loic Bruni is on top riding a Demo with kinda long 450mm chainstays, and that's not because they couldn't make them longer.
That statement is factually incorrect"
That's basic mass transfer dynamics. Initially it's the front that does the work, and past the 90 degrees of turn it is the rear that drifts, and that must be continuously controlled. If you don't know that it's because you only ride low speed kiddy stuff, so please don't drag me into a discussion that is about nothing else than your own ignorance.
"It is a fact that no cyclist that i have communicated with or read the opinion of, who has ridden a bike with long chainstays while tenured with offroad-gravity-speed-type proficiency, has spoken negatively about long chainstays.
"On the other hand many cyclist who are proficient with offroad gravity speed, who have ridden bikes with long chainstays while tenured communicate positively about or win on them. Paul Aston being one, Greg Minnar being another, and Sam hill as a average height guy who just cleaned up on long chainstays."
LOL! What do these younger kids now about speed! There is no speed in downhill tracks nowadays! Or maybe they do know, maybe I could have a valuable conversation with them. Unlike with you...
First, please explain this concept of "mass transfer" to me--to my knowledge there's no significant change bike mass distribution (dm/dt) as you go down the hill...
Second, please read a vehicle dynamics textbook or maybe even just a high school physics textbook--it could make pinkbike have one less person blabbing about what they don't understand.
Third...
Front and rear wheel loads are based on the CG location, rider input, banking (berms), grade/crest/dips, and lateral/longitudinal load transfer (and a few more that are negligible for this application). The only forces "holding up the bike" are the vertical forces resolved at the front and rear contact patches--not dependent at all on speed. Sadly, your bike riding experience doesn't make all of classical mechanics wrong-- take it up with Newton and Euler if you disagree.
Cornering forces generated by the tires are a function of slip angle, vertical load, camber angle, specific tire properties, and track conditions (which can be rather variable for off-road vehicles). Slip angles arise from steering input, vehicle slip angle, and yaw velocity/corner radius.The distribution of these cornering forces create a net yaw moment about the CG which rotates the bike around the corner--these have no bearing on being "past the 90deg. of the turn" (90deg with respect to WHAT exactly???). Control of these cornering forces (yaw moment) is what determines cornering stability.
Fourth, before you say that I don't know what riding fast is like, I own the reviewed bike and have a season pass at my local bike park. My strava times are in the top ~10% on the DH track where the average speed of top riders is ~25mph (if that's an acceptable metric).
www.pinkbike.com/news/2087-BCD-Racing-29er-Carbon-Fiber-DH-Bike.html
can you tell me / us something about that HSR 0? I heard about that on Raaw Madonna Bikes based on Vorsprung Suspension´s recommendation.
www.raawmtb.com/foxdhx2setup
www.youtube.com/watch?v=1yUdJAuUOr4
And @bonkywonky, we're talking about rebound, not compression.
you end up running more LSR than you'd prefer, in order to (maybe) help avoid getting bucked, and lose some poppiness because of it.
At least Fox seems to put some decent amount of HSR even in shocks and forks that dont have external adjustment of it, so that it gives LSR a better usable range.
Interesting though that you went so light on the Meta AM. You're 22lbs lighter than me but a 350lbs coil seems like a lot less when i'm weighing up a 450-500. Maybe I should be testing the 400 out also. I think there'll be a compromise somewhere between that nice sensitivity and bottoming out on the bigger hits.
That is what's it's all about. We're not professionals, being the fastest doesn't effect the food on our table or our bank accounts. Fun is the key.
Feels fast? Feels good!
Actually fastest but requires 3 extra days at the gym to be able to muscle it around and it still beats you up? Who the f*ck cares...
Still love my nimblerV10 I mean 26er (too tight, and dont ride enough these days to spend hard cash for the big wheels)
you end up running more LSR than you'd prefer, in order to (maybe) help avoid getting bucked, and lose some poppiness because of it.
At least Fox seems to put some decent amount of HSR even in shocks and forks that dont have external adjustment of it, so that it gives LSR a better usable range.
Something seems off about this, but maybe i'm just being an (oxy)moron
"Linear" means the line doesn't bend (i.e. its slope is always the same).
"Progressive" means the leverage ratio decreases through its travel.
It's marketing departments that have jumbled the terms over the years.
Go read Wikipedia if you don't believe me (him): en.wikipedia.org/wiki/Linear_function_
Anyway my Nomad is said to have the same characteristics and I really like the way it eats anything in its path without feeling like a waterbed so whatever it’s called, it must be good..
Progressive- exponential, quadratic,..., upwards curve.
Linear- straight line that can have different slopes/steepness.
Digressive-logarithmic, square root,..., curve that slopes toward an horizontal line or even a downward curve.
Constant- horizontal line, hard tail bike.
Let's review what is a linear function: "Linear functions are those whose graph is a straight line. A linear function has the following form. y = f(x) = a + bx."
Your diagonal straight line is a linear function, same way as a horizontal straight line.
However in the MTB world we also refer to a decreasing leverage ratio as progressive, because the shock pushes back progressively harder, or: it becomes harder to move the wheel as the system progresses though the travel range.
So progressive here isn't really used as the strictly mathematic/calculus term for describing how a set of functions diverge.
BTW, close to constant leverage curves pair great with modern air shocks. Large volume (post and neg) air springs have much more linear rate curve than before, but still have the natural increase in spring force as they go through the travel, so don't _need_ the leverage rate to decrease as much as a coil spring does. Plus positive volume can be reduced for a progressive end stroke (bottomless feeling) even with a constant leverage rate, but it's much harder to make an air spring more linear to deal (to get it to use all the travel) with a progressive leverage rate.
It was just a sloppily written phrase, that's what was pointed out.
Climbs...well.
ps its awesome that the V-10 'rides high' because it has always given me the opportunity to have a more playful bike and having added space to mount a water bottle on the downtube>>f*cking stocks my guy *arms cross*
Also, I don't get flagship Santa Cruz Reserve wheels on a flagship Santa Cruz bike??
Also, with the head angle and axle to crown on a DH bike, the front center is usually still longer, so you get a good position behind the front wheel for going down steeps, but with a reasonable reach you can still manage front to back weight transfer to optimize traction through flatter corners and wherever else needed. The current crop of "enduro" bikes have huge capabilities thanks to long, low, and slack, but require utter beasts of riders to maximize that. This bike (and other DH bikes) is a more accesible design that still is hugely capable thanks to long travel and long wheelbase.
I don’t think these are selling well. Santa Cruz dumped a whole bunch of these as rentals at Highland and gave Thunder Mountain a super deal on them as rentals mid summer. Almost like the realized they had a bunch in the warehouse and were not selling as projected SL they dumped them early.
As a result, there will be a ton of these for sale end of season and the abysmal resale value of your used DH bike will be even lower.
Also not cool to have your 8500$ super bike be the equivalent of a Ford Fusion at Hertz
Faster where? Uphill? On a flat road? Parking lot? Over some rocks? Free fall from a helicopter over Chicago?
Wow. That's one stout pair of stanchions.
It's not your fault. They didn't name the 26” version '46' or the 27.5" version '47(.5)'
They don't put saddles on trial bikes, don't see why we should on a DH...
1.3.008 The rider shall normally assume a sitting position on the bicycle. This position requires that the only points of support are the following: the feet on the pedals, the hands on the handlebars and the seat on the saddle.
No? Then... it's only a ubber expensive, kind of "fastish" bike
NEXT!!!!!...