Santa Cruz Bronson: Review
The Bronson was a runaway hit when it was released back in 2013, quickly becoming the most popular bike in Santa Cruz's lineup. It was originally touted as an enduro race bike, but that designation never really stuck, due to the fact that bikes with more travel and slacker geometry (including Santa Cruz's own Nomad) soon flooded the market in an attempt to get a piece of the enduro pie. Instead, it comfortably settled into place as a versatile all-arounder, a bike that could take on just about any trail short of a full-on DH run.
After three seasons in the lineup it was time to update the Bronson, and last fall the details of version 2.0 were announced. In keeping with the current geometry trends, the frame received a longer reach, a steeper seat tube angle, and a slacker head tube angle, nudging it closer to territory previously held by the Nomad. Other changes include a revised VPP suspension design and a switch to 12 x 148mm rear axle spacing.
Bronson Details
• Intended use: trail / all-mountain
• Rear wheel travel: 150mm
• Wheel size: 27.5''
• Head angle: 66°
• 148mm rear axle spacing
• 73mm threaded bottom bracket
• Colors: Kalimotxo and yellow, matte carbon and grey
• Sizes: S, M, L, XL
• Weight (as shown, size L w/o pedals): 28 pounds (12.7 kg)
• MSRP: $6,599 USD
• www.santacruzbicycles.com
• Intended use: trail / all-mountain
• Rear wheel travel: 150mm
• Wheel size: 27.5''
• Head angle: 66°
• 148mm rear axle spacing
• 73mm threaded bottom bracket
• Colors: Kalimotxo and yellow, matte carbon and grey
• Sizes: S, M, L, XL
• Weight (as shown, size L w/o pedals): 28 pounds (12.7 kg)
• MSRP: $6,599 USD
• www.santacruzbicycles.com
Pretty in pink. The Bronson is a good looking bike from any angle (and it's also available in a matte carbon color option).
There's enough room to run up to a 2.4" tire in the rear.
Frame Details
We've seen Santa Cruz's frames undergo a transformation over the last couple of years, a change that began with the revision of the Nomad in 2014. A similar design aesthetic now ties all of their full suspension trail and all-mountain bikes together, with slight variations depending on wheel size and the amount of travel. Internal cable routing, threaded bottom brackets, and expanding collet pivot hardware are a few of the similarities, along with the welcome fact that there's room for mounting a water bottle inside the front triangle.
The lower link has been tucked up further into the frame.
Santa Cruz found that Fox's Float X shock worked best with the revised VPP suspension layout.
On the Bronson, the most visible change is the relocation of the upper shock link to the top tube rather than to the seat tube. Moving the link to that position allowed Santa Cruz's designers to improve the bike's standover clearance, and provides enough room for a 150mm (or larger) dropper post on medium, large, and XL frame sizes. An integrated chain slap guard helps keep the bike quiet in the rough, and ISCG-05 tabs make it easy to mount up a chain guide for a little extra peace of mind. There's even a tab for mounting a front derailleur, although personally I wouldn't mind if that little square on the seat tube disappeared altogether – it doesn't seem to fit in with the rest of the frame's sleek looks.
Suspension Design
The Bronson uses the third iteration of Santa Cruz's Virtual Pivot Point (VPP) suspension design for its 150mm of travel, with the lower link now tucked up closer into the frame, away from menacing rocks and other immovable objects. The revisions to the pivot link locations allowed the Bronson's suspension curve to be tweaked as well. It still follows the digressive / linear / progressive formula that's the trademark of a VPP design, but the initial leverage rate has been increased in order to increase the bike's small bump sensitivity, and the curve on a whole has become slightly more linear in order to create a more consistent feel throughout the stroke. All of the bikes in the line now come equipped with FOX shocks, a spec choice that was facilitated by the introduction of the Extra Volume (EVOL) air sleeve. That air sleeve provides the initial sensitivity necessary for it to work well with the bike's VPP design, especially in the beginning of the stroke.
Geometry
Specifications
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Setup
Equipped with a short stem and Santa Cruz's own 800mm wide carbon bars the Bronson is ready to rumble right out of the box. Of course, those bars can easily be cut down too if that span ends up being too wide, but I'd recommend at least trying them for a couple rides before busting out the hacksaw – you might be surprised by the level of control they provide. When it comes to setting up the rear suspension, Santa Cruz recommends running 15-17mm of sag, which equates to approximately 26 – 30% of the Fox Float X's stroke – pretty typical numbers for this style of bike. I went with 30% sag, and didn't have any reason to deviate from that number for the duration of the test.
Climbing
Out on the trail the Bronson has the crisp pedaling performance that's the hallmark of the VPP suspension design, and whether seated or standing the bike feels very efficient, with minimal bobbing even with the Float X in the fully open position. The revised suspension layout combined with the Float X's EVOL air sleeve makes a noticeable difference when it comes to climbing traction – the initial portion of the shock's stroke is more supple, which helps keep the rear wheel glued to the ground on technical climbs.
As modern bikes get longer and slacker their slow speed handling can suffer, but that simply isn't the case with the Bronson. Rather than hindering its uphill performance, the updated geometry makes for an even more comfortable climbing position thanks to the combination of a steeper seat tube angle and a longer reach. The Bronson has a very balanced feel, and whether I was trying to make my way through a tricky sequence of wet roots, or navigating an extra-tight uphill switchback that wasn't built with bikes in mind, it never felt awkward or unwieldy. There are plenty of bikes out there that can get up a hill without too much fuss, especially now that nearly every shock has some sort of low-speed compression lever, but the Bronson is in the upper echelon of bikes in this category when it comes to climbing performance. As it turns out, it's no slouch on the descents either....
The Bronson can easily take on everything from flow trails to steep, rowdy lines without any trouble. Rider: Dr. Broberg.
Descending
My first rides aboard the Bronson took place in Downieville, California, where the trails are hardpacked, full of blisteringly fast sections interspersed with chunky rock gardens. The Bronson proved to be extremely capable in that type of terrain, but I was curious how it would handle the steeper and looser trails of the Pacific Northwest. The pink machine ended up taking it all in stride, and I found myself constantly impressed by its handling. From Squamish's long rock races to the rooty loam in my neck of the woods, no matter what trail I headed down I seemed to always end up at the bottom faster than I'd expected, a goofy grin plastered across my face.
Mixing suspension brands isn't the most common practice, but there's absolutely nothing wrong with it, and the Bronson's RockShox Pike and Fox Float X played well together out on the trail. The 150mm of rear travel is very well managed, with a sporty feel that makes it easy to pop from one side of the trail to the other - this is a bike that seems to encourage searching out those bonus features for even more chances to get airborne and sideways.
 | From Squamish's long rock faces to the rooty loam in my neck of the woods, no matter what trail I headed down I seemed to always end up at the bottom faster than I'd expected, a goofy grin plastered across my face. |
There are bikes with longer front centers out there, but the Bronson's 445mm reach (on a size large), 433mm chainstays, and 66° head angle is a recipe for a very balanced ride, a bike that feels just as at home ripping along on a smooth flow trail as it does dropping into steep chutes. The quick handling and excellent pedaling performance of the Bronson bear some similarities to the Ibis HD3, but the Bronson feels more stable and planted on steeper, rowdier sections of trail.
The Bronson also has a more energetic feel to it than its 165mm sibling, the Nomad, a liveliness that makes it even easier to whip it through tight turns and pop off of the lips of jumps. That extra pep is likely due to a combination of factors, including the Bronson's slightly steeper head angle and shorter wheelbase. When it comes to plowing straight down the fall line the Nomad retains the upper hand, but the Bronson isn't far behind. Choosing between the two is harder than ever, but for riders looking for a bike that climbs and descends remarkably well, the Bronson is hard to beat.
You don't need to worry about startling hikers with these hubs.
Santa Cruz's own 800mm carbon bars are a welcome sight.
Component Check
• Santa Cruz Carbon 800 bars: House brand components don't always have the best reputation due to the fact that some companies just slap their logo on heavy, run-of-the-mill bars and stems in order to save a few dollars. Luckily, Santa Cruz isn't one of those companies, and their Carbon 800 bar is one of my personal favorites. They have a very good on-trail feel, and even with the 35mm clamping diameter they avoid feeling overly stiff. Bar shape is a matter of personal preference, but for me, the 9 degrees of backsweep feels just right.
• Maxxis Minion DHR II Tires: A good portion of my time aboard the Bronson involved riding in the rain, or snow, or a combination of both, conditions that made me very glad that the bike came with a set of DHR II tires. They might not be quite as quick in the corners as a Minion DHF, but that's a tradeoff I'm willing to accept for the increased braking traction and control that they deliver in steep terrain.
• Industry 9 Torch hubs: Industry 9 was one of the first companies to have 12x148 hubs on the market, which is how our test bike ended up with the company's Torch hubs rather than the DT Swiss 350 hubs that typically come stock on the Bronson. Even after repeated mud baths the bearings are still spinning smoothly, and there wasn't even the slightest little skip or pop from the freehub body at any point during the test period. The freehub's six pawls mesh with the hub shell's 120 points to create a lightning quick 3 degrees of engagement, and create a satisfying buzzing noise while coasting.
Pinkbike's Take:
| When it comes to finding the ideal balance between geometry and the amount of suspension travel, the designers at Santa Cruz have hit the sweet spot with the Bronson. It's incredibly capable on both the climbs and the descents, a bike that remains unflinchingly composed in just about every possible scenario. There's no shortage of bikes that claim to be able to do it all, but with the Bronson those claims ring true. - Mike Kazimer |
Visit the high-res gallery for more images from this review
About the Reviewer
Stats: Age: 33 • Height: 5'11” • Inseam: 33" • Weight: 155lb • Industry affiliations / sponsors: None Twenty years deep into a mountain biking addiction that began as a way to escape the suburban sprawl of Connecticut, Mike Kazimer is most at home deep the woods, carving his way down steep, technical trails. The decade he spent as a bike mechanic helped create a solid technical background to draw from when reviewing products, and his current location in the Pacific Northwest allows for easy access to the wettest, muddiest conditions imaginable.
Stats: Age: 33 • Height: 5'11” • Inseam: 33" • Weight: 155lb • Industry affiliations / sponsors: None Twenty years deep into a mountain biking addiction that began as a way to escape the suburban sprawl of Connecticut, Mike Kazimer is most at home deep the woods, carving his way down steep, technical trails. The decade he spent as a bike mechanic helped create a solid technical background to draw from when reviewing products, and his current location in the Pacific Northwest allows for easy access to the wettest, muddiest conditions imaginable.
Author Info:
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Had a stumpy expert evo carbon 29r, took a test spin on a large Bronson even though I would be a medium and loved it for the hour I had it.....but would appreciate review after longer time from a real user ..
So , What did you have and how do you find this new bike ?
Bronson for 3599$ :
Rockshox Sektor Gold RL 150 Fork
Shimano XT M8000 GS Derailleur
Shimano Deore M615 Brakes
Shimano M627-B, 22/36 Cranks
No dropper seat post.
150 grams less then AL version of Capra.
Capra for 2800€ :
RS Lyrik 170mm
Sram GX
Sram Guide R
Race Face Atlas
Reverb Stealth
nuff said..
Fuji Rakan (www.pinkbike.com/news/fuji-rakan-1-3-review-2016.html)
Corsair Konig (www.pinkbike.com/news/corsair-konig-4-6-review-2016.html)
Diamondback Release (www.pinkbike.com/news/diamondback-release-3-review-2016.html)
Orbea Loki (www.pinkbike.com/news/orbea-loki-27-h-ltd-review-2016.html).
OK, so now we are looking at a $400 differential.
I'm not stoked on the Sektor fork but the XT v. GX is an upgrade.
Brakes are personal - I have both Guides and XT and they certainly are different in feel but they are on equal footing for quality.
No dropper - Point YT.
BUT, and this is a big one - You are comparing an aluminum YT to a CARBON Bronson! Not even close! The base Carbon YT is 3600 Euro or......$4105 USD!!!
so no, not "nuff said".....
It takes a really dialed butt-dyno to suss out major issues or even deliberate tradeoffs on $8000 bikes kitted up a full three pounds lighter than the entry level variant which doesn't cost more than most five year old used cars... pretty much every bike is going to be excellent, and missed upon boxing it up and shipping back after the review period.
I do agree that price capped comparison reviews are a direction to try for. The comparo of dropper posts here is one of the two de-facto benchmarks for that entire product sector, and is really brilliant. Impressively, the one other good comparo reached basically the exact same conclusions.
I really think the results would be impressive doing some round-up tests with specific price caps ($5000, $3500 in USD), because even in those cases there aren't winners and losers, just bikes that shine in different ways.
Numbers look great on the bronson.
Who rides a Purple Plastic Bike? Not me
How may poor people are going out to read a review on that car then ? none - they buy on price alone !
The bike is aspirational like a Porsche SUV is in the car world but for for a fraction of the folding. So sick of all the teenage whingers here who are not savvy enough to save a few $ for a decent bike.
It's a comparison of whole packages.. So carbon bike might seem cool on paper, but where's the advantage when the whole bike is only 150 grams lighter with so low end components and without dropper seat post, wich take the weight over 14 kilos? Yeah, it looks good
Btw. XT on Bronson isn't whole drivetrain, just rear dérailleur, the rest is SLX/Deore.
I would rather shifting and braking on Deore/Alivio, than riding low end fork..
I've seen EOM XT brakes on sale in the winter for like 50USD.
I do own a sweet carbon frame but I am 100% aware of the fact that I am luxuring myself, It's effect on my on-trail performance is impossible to measure.
There needs to be balance, it's nice to see 10gr bikes. It's nice to see lower end bikes that end up being worth a look. But MOSTLY I think bike tests should "try" to fall into the middle ground where PinkBike readers have already answered the Poll/reader survey of what they are looking to spend on a new bike.
However, in this case since I know Vital just tested the lower pricepoint version of this bike (twice since they also did the Julianna), that this wasn't SO bad since we FINALLY see a SC bike tested without ENVE's. BUT for sure it would have been even cooler if they could have ALSO got the low end build and did a head to head!!!
I hate how they "hold back" the Heckler compared to everything else they sell because they only give it low end build options. (sure, you can buy the frame and build. But unless you take the TIME to pick and choose to get good prices, (which is time your NOT riding your new bike), you usually get the best price the fastest by buying as much bike you can afford right off the bat!) Heck, just the options for fork, shock and dropper post upgrades at least...?
The thing that's so frustrating about it is they could just offer the same "S" build as they do on the Bronson. Same parts. It's not like they have to stock anything different...? I can only assume the reason they don't is because they don't want to eat into the sales of their better bikes. But when I was shopping and saving and going back and forth on what to buy, to keep saving, use credit cards, new/used, etc. There was a time there I would have bought an "S" model Heckler in a heartbeat!!!
ALSO, a 1x set up on a high leverage single pivot can be made really good because they can optimize for the front chaining spec'd!!! Totally worth it with a higher end shock...
I wouldn't be surprised to see an updated PLUS version of the Heckler and Chameleon... be cool if it was sort of like the updated Ibis Mojo. Boost to take 2.8's with a bit higher BB, but also sets up fine with 2.35's, etc.
So to @IllestT, if HA is not the most important number, what is?
I would say that @Evo360 is correct.
That said, that first post makes it sound like "there is" a single most important number, as opposed to how they all work together. I agree that HA has a huge effect, but making a bike with a real tall stack height and BB slacker is still not going to solve all of it's problems.
Waki is right in that adjustments to the HTA are going to make the largest immediate impacts in terms of handling and chunky downhill performance, but the Reach and CSL measurements effectively dictate where the rider's center of mass is relative to the contact patches, and the overall picture form that is what matters.
I would add bottom bracket height in there - it also affects weight distribution, especially considering dynamic riding (braking, acceleration, turning, direction changes, etc.).
The top three contact points can all be adjusted different ways - different bar/stem setups and seatpost/seat configurations are comparatively cheap and easy to make changes to (and also possible to utterly screw up), so they're a secondary consideration.
If I were pushed to say which single number is the most important, I'd probably say reach as it dictates the "fit" of a bike.
"There's even a tab for mounting a front derailleur, although personally I wouldn't mind if that little square on the seat tube disappeared altogether – it doesn't seem to fit in with the rest of the frame's sleek looks. "
They offer the Bronson C with a front mech so they had to mount it somehow. I don't think it looks disturbing without the front mech and the mount exposed. I do think it would look really cool if the downtube would have been in a straight line between the bb and the headtube. But they wanted the option to mount a bottle cage inside the frame and went for that curve instead. Not everyone wants a bottle cage, but some do. Not everyone wants a front mech, but some do. This way they managed to develop a bike for a wider audience, which is wise considering the costs of the molds.
hope hubs with spank rims , full X01 drivetraian with hope cranks , KS dropper , hope tech3 brakes , renthal carbon bars.
pike rt3 solo air 160 fork , monarch + rc3 shock.
I just wanted to build a bike how I wanted, (not take stuff off a bike and replce it), and honestly its the nicest bike i have ever ridden , very fast , climbs very well
is very very stable and light , it has a very high high smile/fun factor!
compared to my mates 2015 nomad which feels longer and slacker and it noticably harder to ride uphill my bronson
has a very balanced neutral feel.
after riding a weekend around the brecon beacons in the snow on a CC solo, which is very similar to the bronson
i decided to get one straight away.
by the way this was coming off the back of riding a Canyon nerve AM for 2 years which was always being repaired......
since owning the bronson and riding it at least twice a week in all conditions , i am in no hurry to change , it actually puts a smile on my face each time i get ready to ride as it is a pure joy to spend my valued spare time on!
(FWIW I'm 5'9" and in the market but it's hard to ride a bunch of M and L frames back to back and control for things like stem length, bar width, etc)
On the medium you may have the saddle back on the rails (with you sitting right over the back wheel rather than centrally on the bike) and a potentially longer stem with a shorter standing reach.
Go for the large if you are riding to a decent standard, if you are pootling about then get the medium as it wont matter anyway.....
I can only imagine how good the Bronson would be.
Demo the large and then a medium, you'll find out what I'm talking about in my height range since 5 11" is at the cusp of med/lrg according to SCB sizing. Though it does come down to rider preference, I have ridden every model of the Nomad made and the Bronson V2 has made a lasting impression to me as far as an all mountain bike goes. Fun, snappy, happy!
I currently ride the 2014 large Nomad with a 35mm stem. When the new SCB frame geometry flooded the trend market of the 27.5 platform, the old larges basically became the new mediums from the 26 platforms. So in hind sight for me, I should have got the medium to begin with and took the time to demo the two sizes to decide my sweet spot size. I now want to build the Bronson V2 and will be getting the medium, it's the perfect all mountain machine for me. I may just put a FOX 40 on the Nomad...
I cant see myself buying a santa cruz but i'm not gonna hate on ppl who do...i often vote negative prop posts up after reading if not a total dickhead post which most are not.
Also why cant i reply to below threshold posts...gosh.
It was fun on the descents, though. The frame also felt stiffer than my gen1 Bronson.
In terms of sizing, at 5'9" I rode a medium but felt I could have sized up to a large (although my current bike, a medium, has the geometry numbers of a large Bronson). What the medium did offer though was a playful riot of a ride. It didn't pedal quite as well as a 5010 (V2) but that's no news really, and nothing more time playing with suspension settings couldn't cure.
If you are on the fence, get a demo on one and make a call from there. Yes, they are expensive but they do a lot of things good enough to justify the cost (and there are plenty of bikes that are less money that also do a lot of things very well).
I've never been, and never will be, an avid fan / defender to the death of a specific brand. Life is just too short to ride the same bike for ages.
You then have to think about your position on the bike when standing, unless you ride your mountainbike like a road bike and stay seated all of the time?
This allows you to have a good seat position and decent reach when standing.
Its not so much that the top tube is long on this bike either - its not that long at all, more that the seat tube angle is quite slack, it could be steeper which would solve the problem of pushing the saddle forward.
My first alloy Bronson MSRPd for 3,200 USD. When they released the C versions later, the same build in C carbon (not CC, so 1/2lb heavier) carbon was ~$400 more. I expect that they are having a difficult time justifying a business case for supporting alloy bikes with such a small price difference, considering most people would opt for carbon (remember that they have to do more than just sell the bikes, they have to design them around the material differences, support the supply, offer warranties, etc. They have to be able to justify those expenses with sales). IMO, I would expect them to keep the Heckler and Bantam in the alloy range, which provides a much larger price difference, and only offer their VPP bikes in carbon.
I also just noticed that they changed the pricing structure and builds on their alloy bikes, mainly the Heckler and Superlight. The base model Superlight is $1999 now and the top end Heckler build is $2500. I remember before the top end Heckler build was $3100 (had a Pike though). The Bantam is MIA, but it's been off their lineup a little while now.
People I know that were previously invited to Santa Cruz bike launch thingys (cycling press) have always felt them to be a bit mediocre with a ride that flatters the slower rider but does not have enough support for those that are faster / harder on the bike, they also found the geometry very 'safe', again something that would suit riders a the lower end spectrum.
The SC range is always completely absent from the Dirt top 100 or any of the magazines bikes of the year too.
Im sure this new Bronson is rather good at what it does, better than bikes like the Whyte, Mondraker, Canyon etc with more progressive geometry though? I am not so sure.....
I cannot recall another SC review in DIRT prior to that one. Not sure what the deal there might be.
At 5"8 I shouldnt be needing a size large and still wanting a bit more reach!
SC started this hideous kid coloured bike fashion, no class.
BTW, my friend just broke a bronson , apparently that glossy eyecatching mouth watering carbon pink dont hold up to real riding. but who cares , those with the buck reach for the wallet and get another high techie "machine"
stop being part of the joke
Your best bet is to buy a frame and build it up yourself. Don't bother with the low end carbon completes.
They only feel poppy and fun when you put air volume spacers in the shock. Otherwise they feel deader than your grandparents bedroom.
I don't care how nice the Santa Cruz bars are, still reeks of cost cutting and them squeezing a few more bucks of profit.
www.bikerumor.com/2014/06/26/santa-cruz-pricepoint-carbon-weights-compared-plus-closer-look-at-new-2015-colors
Both look super, but the hightower looks a little more fun.
Bar height is the same by using low rise bars and running the stem as low as possible so that isnt an issue either - Just where is the issue? I mean sure if you are very short but if you are anything around average or above a 29er's size isnt going to be an issue if designed correctly e.g. Evil, Transition Smugger, Hightower, T129 etc.
29ers have come on a long way - Tracey Moseley dominated the EWS series on one and she is only 5"5.....
Doesn't T-Mo ride a medium frame though? Can't recall....