Santa Cruz V10 C - Review

Aug 3, 2015
by Mike Kazimer  
Santa Cruz V10 C review test


Thanks to its string of podium appearances on the World Cup circuit, Santa Cruz's V10 is one of the most recognizable downhill bikes currently on the market. Back in 2010 it became the first carbon bike to win a World Cup, proving that carbon was a viable option for DH racing, and causing numerous other companies to follow suit.

The V10 underwent a revision for 2015, moving from 26” to 27.5” wheels and receiving updates to its geometry. The full carbon frame now has 8.5” (216mm) of rear travel, and either a 64° or 63.5° angle depending on whether the high or low geometry setting is selected.
Santa Cruz V10 C Details

• Intended use: downhill
• Wheel size: 27.5''
• Rear wheel travel: 216mm
• 64° or 63.5° head angle
• VPP suspension design
• Frame material: carbon fiber
• 1.5" head tube
• Threaded bottom bracket
• ISCG 05 chain guide tabs
• Weight: 36lb (large, actual, w/o pedals)
• MSRP: $5929 USD


There are two different version of the frame, the C and the CC. The frames share the same geometry, but a less expensive and slightly heavier carbon is used in the construction of the C, which adds around 370 grams to the finished product. Our C version test bike, built up with a Shimano Zee drivetrain, FOX 40 R fork and a RockShox Vivid Air R2C shock, retails for $5929 USD.

Santa Cruz V10C review test
Integrated bumpstops are in place on each side of the 1.5" head tube.
Santa Cruz V10C review test
The size and shape of the carbon swingarm makes it clear the V10 means business.

Frame Details

The V10's frame shape has evolved nicely over the years, and the latest version has a low slung, sleek appearance befitting a machine designed for the pursuit of speed. Years of refinement have paid off, and no detail has been overlooked in the V10's execution.

Integrated fork bumpers are in place to keep the FOX 40 from bashing into the 1.5” head tube, and they also serve as cable guides, directing the brake and derailleur housing towards the top of the down tube and then to the rear of the bike. This configuration is about as clean as it gets, and eliminates the headaches internal cable routing can bring, the last thing a mechanic wants to deal with when trying to prep a bike prior to an important race run.

Other nice touches include a threaded 83mm bottom bracket, and a 12x157 rear thru-axle that uses an expanding collet system to lock it into place, making it nearly impossible for it to come loose. There are also molded chain stay and down tube protectors help protect the frame from flying rocks and flapping chains, and the obligatory ISCG 05 tabs for mounting a chain guide.


Santa Cruz V10C review test
Santa Cruz's VPP suspension design handles the bike's 216mm of rear travel.

Suspension Layout

As the name implies, previous versions of the V10 had 10” of travel, but the switch to slightly bigger wheels along with feedback from team athletes led Santa Cruz's designers to reduce the travel to 8.5”. That travel is delivered via a beefed up version of the company's Virtual Pivot Point (VPP) suspension design. Two counter-rotating links, one attached just above the bottom bracket and the other extending downwards from the top tube, are positioned in a way that's intended to give the bike enough anti-squat for effective pedaling while still allowing the suspension to soak up the big hits smoothly without bottoming out too quickly.

Rather than using the more common standard cartridge bearings, Santa Cruz uses angular contact bearings with a collet type axle retention system, and the lower link, the one exposed to the most possible contaminants, has two grease ports that can be used to push the old bearing grease out and new grease in. This helps prevent the rust and corrosion that riding in wet, muddy conditions can cause. The pivot bearings and the carbon frame itself come with a lifetime warranty, an impressive testament to Santa Cruz's confidence in the frame's construction.


Geometry





Specifications
Price $5929
Travel 8.5" / 216mm
Rear Shock FOX DHX2
Fork FOX 40R Performance Elite
Headset Cane Creek Forty
Cassette Shimano 105, 10 speed 11-28
Crankarms Truvativ Descendant
Chainguide E13 LG1+
Chain KMC X10
Rear Derailleur Shimano Zee short cage
Shifter Pods Shimano Zee
Handlebar Easton Havoc 800mm
Stem Easton Havoc 50/40mm
Grips Santa Cruz Palmdale
Brakes SRAM Guide RSC
Hubs Novatec
Rim DT Swiss FR570
Tires Maxxis Minion DHR 27.5x2.4
Seat WTB
Seatpost Thomson Elite 30.9
Santa Cruz V10C review test



Santa Cruz V10 C review test

Set Up and Geometry

Based on Santa Cruz's sizing chart, at 5'11” I fall in between either a large or an XL frame. I went with the large, which has a reach of 423mm, a number that's on the shorter side when compared to other bikes in this class. For reference, a large Trek Session 27.5 measures 432mm, a long Specialized Demo measures 440mm, and a Giant Glory comes in a 460mm. Despite the slightly shorter reach, I felt well balanced between the wheels, without any sensations of being cramped or restricted, but some riders may find that sizing up creates a better fit.

Since I wasn't planning on tackling the steeps of Champery any time soon, and due to the fact that much of my time on the V10 took place in the bike park, the High geometry setting ended up being my preferred position, giving the bike a 64 degree head angle and a 440mm chain stay length. This allowed for slightly quicker handling when popping off the lips of jumps, and added a little bit of extra bottom bracket clearance, reducing the amount of pedal strikes.

Regarding suspension setup, Santa Cruz recommends running 20-25mm of sag, which equated to inflating the RockShox Vivid Air to 40psi above my body weight. This setting worked well, allowing me to make use of the full travel on bigger hits without any harshness at the end of the stroke.


Santa Cruz V10C review test

bigquotesThroughout it all, the V10 refused to be rattled, diffusing the most difficult sections of trail with the composure of a seasoned bomb squad technician.


Handling

My riding time aboard the V10 was split between steep and raw shuttle trails, the sort that require a firm grasp on the brakes and a healthy dose of commitment, and the faster, but not quite as menacing trails found in the Whistler Bike Park. Throughout it all, the V10 refused to be rattled, diffusing the most difficult sections of trail with the composure of a seasoned bomb squad technician. There's no sense of an upper speed limit, or at least one that I could find, and even when the trees and rocks lining the trail started to blur into colored streaks, the only thing preventing me from going even faster was that mass of grey matter inside my skull.

The V10 prefers to plow through rather than pop over obstacles, and rough, straight ahead sections of trail are its forte. That's where the bottomless feel of the rear suspension was most noticeable, and on awkward square-edged hits and deep, dusty holes the rear end never felt like it was getting hung up. Even though it does very well when ridden like a monster truck, the V10 isn't all about smashing and bashing. Compared to a bike like the Scott Gambler, which is best suited for the steepest, gnarliest of terrain and balks a little when asked to go anything less than flat-out, the V10 is a bit more well rounded, and can tackle tighter, twistier sections of trail without feeling overly sluggish. Higher speeds are certainly where it feels the most alive, but it remains manageable even when the miles-per-hour drop.

Once the time comes to stop plowing through rock gardens and actually make a turn, the V10 prefers to carve a wider arc, coming in high and exiting low without losing speed. If you square off too soon, that longer back end will be left hanging, skidding and scrambling to finish the turn, and eating up precious seconds. When it's necessary to stand up and sprint, whether that's to gain the extra distance needed to clear a long jump or to beat your buddy back to the truck, the V10 responds very well, especially for a bike with 8.5” of travel. There's no awkward diving or bobbing, just a straightforward transfer of energy into forward progress. Even with only a click or two of low speed compression (from full open), there was still plenty of pedaling support to keep the bike from feeling like a waterbed on wheels.


Issues

• Despite the fact that molded chain stay protector is in place, the V10 C isn't the quietest downhill bike out there. The combination of the chain slapping the swingarm and the Zee derailleur's B-tension screw smacking the bracket that extends from the actual derailleur hanger made for quite the cacophony, especially on trails with repeated quick hits.

• The FOX 40R that the bike arrived with lost its rebound damping on the second ride, making it feel more like a pogo stick than a suspension fork. FOX sent out an updated version, the 2016 Performance Elite. This replacement fork had the new FIT 4 damper as well as externally adjustable low speed compression damping, which made dialing in the perfect feel even easier. Having that low speed compression is especially helpful with a coil sprung fork, since the difference between springs can sometimes leave riders stuck in a middle ground where one is too soft and one is too firm. The replacement fork was trouble free, with a plush, well controlled stroke and plenty of stiffness to keep the front end tracking with precision.


Santa Cruz V10C review test
SRAM's Guide brakes continue to impress.
Santa Cruz V10C review test
The Easton Havoc bar and stem combo was stiff and creak free, but adjusting the stem length isn't possible.

Component Check

• SRAM Guide RSC brakes: SRAM's Guide brakes are one of the most versatile sets of stoppers currently on the market, showing up everywhere from trail bikes to DH sleds like the V10. The 200mm rotors helped ensure there was plenty of power, and the excellent modulation that gets mentioned in nearly every review once again deserves praise, making it possible to keep from skidding out on steep trails covered with kitty litter and moondust.

• Maxxis Minion DHR II tires: Maxxis' Minion DHF might be a little faster rolling, but for outright traction, especially when braking, the DHR reigns supreme. Tread wear was very reasonable as well, especially considering the hardpack, midsummer conditions that prevailed for most of the test.

• Easton 35mm bar / 50mm direct mount stem: The nice thing about DH bikes is that they typically come with properly wide bars, and the V10 C is no exception. 800mm will be wide enough for nearly everyone, and if they're too wide it's easy to trim them down. The one thing that's not possible is adjusting the position of the direct mount stem. It has mounting holes to run it with either 50 or 45mm of extension, but in the 45mm position the bars hit the fork stanchions before the screw holes are aligned. It's a minor issue, and given that the V10's reach is on the shorter side, most riders probably won't be trying to bring their bars closer in.

• RockShox Vivid R2C: Air shocks are gaining ground in the DH world, but it's been a relatively slow process, since it's tough to beat the feel of a coil spring. The Vivid R2C comes remarkably close, exhibiting consistent performance even on long, top to bottom laps in the bike park. It also gave the bike a little extra pop at the end of its stroke, which was helpful for jump-filled trails like Whistler's Dirt Merchant and A-Line.


Santa Cruz V10C review test


Pinkbike's take:
bigquotesThe V10 feels exactly like a world class downhill bike should - it's plush, stable, and race ready out of the box. Unless you're counting grams and trying to make it onto the world stage, for the privateer racer the less expensive C version is an excellent option, freeing up a chunk of change that can be used for lift tickets and race entry fees. And while it may not be guaranteed to make you ride like Ratboy, the V10 C will sure make you want to try. Just watch out for those pesky bridges before the finish line. - Mike Kazimer




Visit the high-res gallery for more images from this review.



About the Reviewer
Stats: Age: 32 • 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.



188 Comments

  • 198 53
 Or you could just by a YT. Or 2.
  • 59 103
flag Gnarboy (Aug 3, 2015 at 0:19) (Below Threshold)
 Or a dirt bike
  • 185 19
 or a dirt bike and a YT
  • 100 28
 Yt is wrecking everyone's margins it hilarious XD
  • 95 7
 Or you could get breast augmentation .
  • 87 5
 Or you could get Ratboy augmentation.
  • 242 35
 ...Just as you could buy a Nissan instead Ferrari... Yes the GT-R can run with a 458 but there's something about that pedigree that the cheaper bikes will never have ... Santa Cruz is the Ferrari of DH bikes... Whining about the price doesn't change that...
  • 120 40
 @ismillie I suppose in a few years when we start losing smaller manufacturers and people like YT are the only ones left it will still be hilarious? How about when they stop bothering to innovate because there is no competition, R&D is expensive and the bottom line is the only thing that matters? How about when you fall between sizes and you need to test a machine at a local store and there aren't any? How about when you need some maintenance work done that is beyond your capabilities? How about when you need a tube mid ride and you can't even get that without going online? How about when the people who care about mountain biking enough to make less money than they could in other industries, the designers, engineers and technicians who make the great bikes we have today possible take their skills elsewhere because companies have stopped paying R&D departments? Will it still be hilarious then?

Margins on bikes are already squeezed, I don't understand how small businesses failing is hilarious.
  • 25 17
 SC bikes are great, but I went the YT route and expecting it tomorrow!
  • 17 13
 Thank you so much for finally saying this
  • 8 4
 Thankfully I can buy a Santa Cruz online!
  • 17 18
 Either way, if u invest in an sc or a yt ur supporting two of the best companies/line ups!
  • 64 2
 Invest is a funny word to use when talking about bikes.
  • 23 11
 How much more r&d needs to go into these frames? That is what we are talking about here right? Suspension and other bits could always use some, but why are these frames still so expensive? They play with the geometry a bit on autocad or whatever and then make sure it works with the suspension. How much does that really cost and do they need to put out a new one each year? I think i heard in the moto world companies put out a new bike like every 4 years, that is why they are "relatively" less expensive. The frames of previous years v10's, sessions, glory's etc. are not even that much different from the latest model.
  • 17 1
 I would argue having a lifetime warranty on a carbon DH bikes is worth a lot. That brings the difference between a YT bike and a SC bike a little closer. Plus, SC pivot hardware is bullet proof. The pivot axles are beefy and the bearings stay clean. I've never been a fan of the pivots near the rear wheel on FSR/four bar link bikes.
  • 13 0
 LOVE my 32lb V10. Just came from North Star, couldn't be happier!
  • 20 3
 @MDRipper
'They play with the geometry a bit on autocad or whatever and then make sure it works with the suspension'

- I never knew it was that simple - thanks for enlightening me!
  • 12 8
 Well that is essentially what they do, one guy figures out the dimensions and geometry based on the suspension patent they own, then they have a program with a bunch of parameters that tell them if it works or not, then they test it with the latest suspension and drive train parts that someone else designed. They do the same thing every year just tweak things a bit so they should have that process down to a science, how much of that research cost needs to be foisted on to the consumer every year? I get the labor costs and materials to build it, but you don't really need a rocket scientist to design a frame. I work with some engineers who design stormwater structures, bridges and roads and all they do is sit on a computer crunch numbers and use AutoCAD, they get paid well cuz you have to know what you are doing and be precise, but how many engineers do you need to build a frame?
  • 27 4
 Woow. Zero knowledge on how the free market works. Amazing. 37 people think that if we stop buying 6 thousand dollars bicycles the world will go onto chaos and nobody,NOBODY will be able to figure out solutions to mechanicals without what you know currently as a bike shop. Small business succeeding and failing is what the free market is built on. Put your money where your mouth is and support companies that still produce products in your own country if you want make a difference. I do...and it aint cheap. People have been bitching about bike prices for YEARS and finally a couple companies DO something about it! Welcome to the free market Thunderdome.
  • 5 2
 the thing with pricing is that the market bears it. i.e. people will buy the V10C at this price. so blame the people who can afford it and are happily purchasing them. the free market is not easy.
  • 5 11
flag JMBMTB (Aug 3, 2015 at 9:56) (Below Threshold)
 @Patrick9-32 finally someone who knows what they're talking about!
  • 10 1
 Baylenc1 well not really for us Canadians. A YT CF comp (base model) will still set you back 6k CAD after tax and shipping from the USA. If you want value as a Canadian get a Giant, where the CAD prices are actually LESS than USA. Food for thought
  • 8 1
 When complaining about price vs a direct sales company, with SC ypu really do have to factor in resell value. I see 2010 V10's going for $3k. The coolness factor of SC is undeniable to the average mountain biker.
  • 9 1
 It's sickening how much cheaper that bike is in North America. That's the price of a V10 frame in the UK.
  • 3 4
 Unless you're not a midget and need an XL.
  • 7 8
 Real men need the XXL size!!!
  • 2 5
 Good to see you to Econ 101 and thus have a complete understanding of markets! Any stock tips while you're at it?
  • 10 7
 If you wear spandex, you're opinion is irrelevant.
  • 2 3
 @unrooted, for many(racers) this is a tool (capital), a means to an end.
For non racers, they may consider that this is the reward for their invested labors.
And many more do care if they're purchase may support an investment into a specific team/rider.
  • 5 9
flag DrPete (Aug 3, 2015 at 11:17) (Below Threshold)
 Better get 2 in case one cracks.
  • 29 3
 I agree I also feel the majority of people who have the budget to afford an expensive bike are a little past their prime for riding dh. Think about it. Most young people 15-35 are the age group you would expect to be the dh riding majority. Figure most are in school/college/just out of college/starting careers. Yes there are the spoiled kids with rich parents or successful entrepreneurs but the majority of that group probably can't afford to buy the latest high end bike. By the time you could afford to shell out the money for a bike like that things like family, your career and maybe even self preservation start to make you think otherwise. I'm not saying its not possible, I'm 31 and I've spent a large share of my hard earned money on these machines. You just start to prioritize as you get older so seeing annual updates and standards makes you realize you're not a ageless Steve Peat and you don't need to have the latest design or geometry to have fun on a bike.
  • 4 0
 Blasphemy!Wink
  • 2 0
 I've actually looked into getting one before this season, and unfortunately it doesn't turnout as cheap here as it does in Europe or even US, compared to other bikes. Still cheaper, but not that much.
  • 6 1
 I don't really know if YT is as competitively priced as people say they are, at least in Canada. I picked up a Spartan Carbon for $4200 and spent $800 on light bike carbon wheels and stans tubeless. To get the Capra carbon base model I would have been looking at $5500. That extra 500 can replace an entire drivetrain and then some. Yeah, Sanata Cruz bikes are way over priced but not all bikes are. Kona, Norco, and Devinci are three brands that I've always found to have relatively decent pricing.
  • 16 0
 I am the proud new owner of a YT Capra, and my son just got a YT Tues and my youngest son just got a YT Dirt Love. I could have picked up a single S-Works Enduro, but now I have three bikes in the garage for near the cost of a single s-works. Pretty well stoked. The team was more than gracious to hand deliver the Capra to Nats in Mammoth for me since I was going to be there for vacation. I had a slight issue with the BOS fork on the Capra, and the dudes at YT sorted me out in a hurry. I can't say enough nice things about YT.
  • 5 6
 and i'd like to hear the fanboys claim that the enduro is the ferrari of bikes while the YT is a nissan :rolleyes:. same suspension linkage and carbon. lol. i'd buy yt over spesh any day.
  • 4 0
 Like me.there are people out there that select their bikes by their budgets. Sure sc is one of the best out there..sure I'd like to own one but at the end of the day my budget will still dictate what bike I will have. Honestly 2000€ is the most im willing to shell out. And botton line is as long as I can enjoy the ride that's it for me.
  • 4 0
 I bought a YT TuEs Al comp. Its an incredible bike with a well thought out high end kit, progressive suspension kinematics to suit a coil shock, and a geometry very similar to what specialized has been using for years (medium Al Tues is 3 mm shorter in reach than the v10 reviewed). When i'm launching down the trails, unless there is something wrong with my bike, or I haven't dialled in the suspension and fit to the way I like to ride, I tend not to think about what I'm riding. I'm even willing to admit that on modern bikes (especially DH bikes) the only time I really notice the difference between suspension design parameters other than leverage ratio/spring rate, (anti squat, anti rise) is when I'm specifically looking for the effects, or having a slow day on the bike and don't want to blame myself. Do yourself favour, and try not to worry about the image of you riding your bike too much, and your bank account will not drain anywhere near as it otherwise would, and you'll still have a ball.
  • 3 0
 @cuban-b I'd bet you the suspension kinematics aren't the same. I'm not claiming one's better than another. Even though I'm on S bikes, I'd buy a YT if I tried it and liked it just as much or better. They're just not the same.
  • 2 0
 Maybe I was a bit harsh before, but I do agree with you.
  • 2 8
flag rickaybobbay (Aug 3, 2015 at 23:27) (Below Threshold)
 SC is the Ferrari of bikes. Sold out and all for profit. Get me a Koenigseggoeosgeoeoeosggggegggegsgnoengoe of the mtb world. Something of true passion, where they don't give a shit about money just a solid top performing product. Something of beauty and might that's a little different, but in a good way.
  • 3 0
 @TFreeman have you checked the prices of Koenigsegg? Big Grin It is always about money bro.

The re-sell value of the SC is a good reason as mentioned before. I sold mine frame (first batch of carbon v10s) for the price of a 'cheap' YT Tues (at that time). I really enjoyed the v10, but it was not the best bike for me in terms of feeling, I must admit. Sometimes I felt it shorter and not very lively in berms, but man, that suspension is brutal on rough terrain!!! Hands down.
Also, the bike was bomb-proof and the maintenance was just super easy - just some use of the grease gun here and there after a mud ride.

Unfortunately, in the past 2 years I saw few broken v10s of the new versions of the frame, but the warranty service is top-notch. Really nice people to deal with! Smile
  • 5 1
 SC were a ferrari. Now they are just a brand owned by a VAG or a TATA.
  • 3 0
 I would say if you were going to use cars as an analogy to bike brands in the context of SC vs YT and you are going to say SC are Ferrari then in my view YT would be Porsche, something like a GT3 RS punches well above its weight for the price point Smile
  • 4 0
 @MDRipper design tweaks are probably not the big cost associated with frame changes when talking carbon. my money is on a new production set of molds to make the frame being a considerable investment. I used to work for a company that did a lot of plastic injection molding and even with building and designing everything in house, an 8 cavity or so mold used to create fairly small/uncomplex parts was +$100k. not sure how pressures and temps compare between plastic and carbon molds as well as mold construction but if they are anything alike my guess would be for something as big as a bike frame you're probably looking at a +$200k mold multiplied by however many molds they need to meet the desired production rate. could be a pretty hefty investment on SC's side. whether or not a half a degree here or 10mm there is worth that expense is another debate.
  • 1 0
 the prices are high because they use the best. because they care and because they have small companies.
  • 1 0
 @Xj1998 Yeap man molds cost a lot. You got it right, but then if we are comparing both (and I like both brands, don't get me wrong) then you have the question - if a carbon YT still costs less than a carbon Santa therefore where is the difference. For a lot of people that would be an inevitable question.

Some thoughts: On top of molds and R&D I would put the WC team and the other sponsored riders. Because a top-quality WC team is shitload money - racers, people supporting them, equipment, travelling so on.
Racers like Rat, Minnaar and Peat are some of the people involved in the changes of the frame.
Also, changes are needed, not only because the racers need them, but because customers are used to that - you expect each year something new, something better, etc.

@TFreeman yeah you are right about the scale of SC, they cannot push super low prices and have everything they have now. I do not know about the materials, though, just because I do not have info on the topic.
  • 1 1
 @patrick9-32 It's hilarious because Santa Cruz isn't a small business. You may think that and you may read or hear it but have you ever actually paid attention? A good number of people happen to be on their bikes. They're not exactly starving....have you seen their prices? The prices are the reason people buy brands like YT. And yes , Santa Cruz"s prices are also hilarious.
  • 1 0
 @eastcoaster, unless ur giant, specialized, scott, trek, a dorel brand, etc then ur small.
Are they still a 'boutique' brand now that theyve been bought out by large firm? Dunno
  • 2 2
 @cuban-b the yoke on the specialized offers a "linear axel path" albeit at the lack of focus on leverage ratio and little to no lateral stiffness near the shock. that being said the yt axel path looks like it's probably pretty arching. just sold my enduro, what a head ache dealing with cane creek and specialized together was. I'm actually amazed that these supposed highly engineered brands can't test compatibility before releasing their products to the market.
  • 2 0
 ive been through the desert on a horst with no name.
  • 91 1
 Sensible 1.5 head tube, threaded BB from 2 bikes on PB in one day, I must be in 2009

Surely in 2015 all bikes are now tapering and boosting and pressfitting their bikes so none of our old components fit? Won't the lack of all these fancy modern 'improvements' meant that the Bike will be to flexible and suffer from underperformance?

And it will automatically be 199% less stiff, 147% heavier and 209% slower than a bike with Pressfit BB, tapered head tube and Boost axles?

This bike will never win a DH World Cup, not in a million years.

(Or are manufacturers lying about all of that?)
  • 32 1
 drop mic.
  • 7 1
 I'm waiting for 13mm axles to buy my next bike. 14mm will probably be the next standard change...then of course they'll split it in half from the standard before that landing right at...you guessed it...13mm. Or maybe they'll just split 12mm and 10mm and come out with 11mm Boosted Kashimoto axles. Whatever they decide on, that's what I NEED.
  • 4 25
flag mudmandhbrazil (Aug 3, 2015 at 9:14) (Below Threshold)
 Josh won a WC yesterday with that bike?
  • 6 1
 If I could upvote a thousand times I would
  • 2 0
 At least they didn't go straight for 12.7mm
  • 16 0
 Flew over your head mudman
  • 4 2
 My english is bad so I dont understand if you are saying that the bike is bad or good withh 1.5 and threded bb.
Josh didnt won a WC on saturday with a V10? Shure was a prototype frame lighter that any other on the market
  • 2 0
 @ermoldaker .50 BMG axle
  • 2 2
 not all bikes need the same shit.. threaded BBs NEVER should have gone away, i fucking hate how tiny the bearings in the pressfits are compared to a decent out board BB. 1.5 makes sense for stiffness and so does the idea of 148. but considering 148 isnt even relevant to anything on this bike, your rant just lost all its steam.
  • 64 12
 santa cruz doesn't just make bicycles, they make art.
  • 21 118
flag Kre1985 (Aug 3, 2015 at 4:02) (Below Threshold)
 I got a Intense M16 aluminum and in every way besides weight it is a better bike and I heard it should be available in carbon soon!
  • 20 95
flag Kre1985 (Aug 3, 2015 at 6:12) (Below Threshold)
 Hahaha I don't think anyone who down voted has even tried both bikes lol funny!
  • 100 5
 We downvoted you because you sound like a tool
  • 8 75
flag Kre1985 (Aug 3, 2015 at 7:55) (Below Threshold)
 Lol the truth hurts huh lol go ride a M16 then we can talk lol!
  • 74 5
 @kre1985 I have ridden both so I can confirm you sound like a tool.
  • 5 73
flag Kre1985 (Aug 3, 2015 at 8:09) (Below Threshold)
 Lol A M16 is my tool your a tool tool go tooling around on your sold out tool lol love it
  • 48 2
 lol is this dude 14?
  • 15 54
flag Kre1985 (Aug 3, 2015 at 8:12) (Below Threshold)
 14 & a 1/2
  • 15 1
 Pic kre's name has any truth to the 1985 he's indeed 14.5... We always seem to act about half our age as riders....therefore 29-30 in half is 14.5-15.... So he's almost 15....
  • 8 27
flag Kre1985 (Aug 3, 2015 at 10:11) (Below Threshold)
 Lol I don't care who you are that's funny!
  • 12 8
 Does anyone even take intense seriously anymore? only ever see rich old guys on them these days doing blue XC routes.
  • 13 1
 Or you know, Chris Kovarik is still winning races on them..
  • 6 3
 When? I've not seen him at the world cups?
  • 6 4
 Intense makes a pretty sick bikes for the price, you can get a Intense Carbine 275 XX1 CC from jenson brand new for $3200. To claim that they make better bikes than SC though is Intensely stupid.
  • 8 4
 Having ridden a couple of M16s now (both owned by previous V10 riders), I can confirm that Kre1985's kool aid tastes good. It's a killer bike. Better than the v10? I don't think I'm capable of making that judgment but I do know that Kre1985 used to ride a carbon V10 and he now rides an M16, as do all of the other 2014 V10 riders on our team. Intense is definitely to be taken seriously, they have a serious rig. Come September my Demo is for sale and it'll be a carbon V10 or carbon M16 - and my money is on the M16 right now Wink
  • 40 1
 V8.5 ...
  • 23 0
 V8, 1 man power, rear wheel drive
  • 32 1
 Santa Cruz V10 C review - it wins world cups. End of review.
  • 28 0
 A DH bike review? What sorcery is this?
  • 21 2
 Fell in love the first time I saw the glossy all white frame at the local shop, one of the best looking bikes I have ever seen.
  • 17 1
 Wish I had the money for one of these...always loved the way VPP worked and how Santa Cruz never gives into gimmicks (I.e. Press fit BBs)
  • 12 1
 Rented it in whistler 2 months ago, definitely put it through some long days and gnarly hits. If I ever have 6k+ laying around and a reason to get a downhill bike, this will be it.
  • 3 0
 Nice! Testing riding one this weekend at Highland; can't wait!
  • 20 0
 You rented a Santa Cruz V10c??? Man, bike rental has changed..
  • 7 0
 Many hills have high end demo bikes available for rent, I rented a 951 last year when I went to Silver Star
  • 7 0
 Angelfire had the new demo available to... Demo
  • 3 0
 Get over to Morzine - can rent one for €100 at the bottom of the Pleney.
  • 11 0
 How much does it cost at the top?
  • 1 0
 Evolution has em to rent. Great shop as well.
  • 13 1
 Rigs like this makes you want to work harder to play harder.
  • 7 0
 They sound like bag of spanners in the park couldn't believe how loud all those rentals are. Definitely the loudest new bikes out there.
  • 3 0
 They are loud as hell. I always think I have loose bolts or my bike is falling apart, I feel like i am double checking it after every run.
  • 3 1
 I'm amazed you can hear it over the Avenged Sevenfold playing in my head all the time. Oh, hold on...
  • 7 3
 just to say one of my friends pro rider already destroyed x2 swing-arms god bless the guaranty very very fast delivery brand new swing-arm !! apart of that this bike is awesome, very light and capable !!! Do they ship it with the new Fox DHX2 in EU ?? They ve said not early than November is that true ??
  • 9 4
 My pal snapped his down tube clean in half on his V10CC also after a few rides on the bike doing pretty much nothing.
  • 52 1
 ^^ I was just riding along, honest. Just rode off a kerb.
  • 30 1
 All highway miles, engine never redlined.
  • 18 0
 Just leaving a comment here so i don't miss anything
  • 1 1
 x2
  • 3 0
 Yeah always thought that bit of frame looked like a weak point. Maybe they should put an alloy tube in there lol
  • 4 0
 I bet that frame is truely a V10 now....it's got to have over 10" of travel again!
  • 1 0
 Flyboy7777 Yeh. Adam had not ridden it much either.
  • 2 0
 Josh. They changed the design from the 26 version around that point. The 26 looks significantly stronger with some carbon where the stress would go on the upper side of the tube.
  • 10 3
 Love SantaCruz! Rode a V10 for 7 years. This is NOT a v10. Re-name it V8.5, or bring back the V10 & Driver 8
  • 24 7
 they should bring back the Super 8 but make it a 29er because fuck short people.
  • 6 0
 ^lmao.. How random! Trying to imagine a 29er Super8.
  • 1 1
 I imagine el Super 8 29/27.5+ would have two-hole dropout with a 18" chainstay hole for 148x12 and a 17" for 142x12. It would have an infinity pivot, similar to the double stankshun yeti fox, but the swingarm would be fixed to the stankshuns, giving a linear wheel path just like the front shox. The rear shox would be located inside the downtube next to the seatpost/shifter battery, spare tire and viper pit. It would have a rising rate chain link 4 direct yanks, moar hux and smashing rox. This shox system would be hella dubbed the DPP.
  • 6 1
 So they gave you a far more expensive fork(cartridge) & it make it ride better? no shit. While anyone who buys this now has to worry if FOX is going to give them the same hookup when their rebound fails.
  • 9 2
 High setting in metric and low in imperial? Why??
  • 6 2
 how much is 36lb in Kgs anyway?
  • 18 1
 Ask siri
  • 4 0
 16.3 kgs @otty11
  • 10 1
 Because low setting is only for USA market. Because their mountains are differents, so they need different settings.
  • 26 0
 They are using the freedom units, don't argue....
  • 2 2
 It's curious how the the actual weight of the bike is always bigger than the announced weight. You must be at 17kg here
  • 8 1
 Freedom Units!!! Bahahahahaha!! Mericia!
  • 3 0
 I would up vote the freedom units comment a million times if I could!!!
  • 2 0
 thanks @McArley98
  • 3 0
 I'm a die hard santa cruz kool aid drinker....or at least I was before the recent sell off. I'm not saying I won't buy another santa cruz bike instead of buying a dirt bike (lol), but I will seriously consider and force myself to demo a few comparable bikes from American owned companies first. It's almost like me and santa cruz got a divorce and I don't know if we can be friends yet or not.
  • 2 0
 ok, Santa Cruz got sold to pons, but that doesn't mean their bikes are now rubbish...?
  • 1 0
 Will this change make them better? Cheaper to produce? It's going to bring change that's for sure. What reason would rob have for selling sc? It doesn't breed fan loyalty or consumer confidence. Regatdless i might buy a 5010 next year if they stretch them out a tad. Will I try to buy something else that is American owned, I might.....try to.
  • 4 2
 'The one thing that's not possible is adjusting the position of the direct mount stem. It has mounting holes to run it with either 50 or 45mm of extension, but in the 45mm position the bars hit the fork stanchions before the screw holes are aligned.'

i presume this is an Easton component issue right? They've made a position that can't be used on that stem because they made the bars fatter. That's daft right? Or am I being unfair?
  • 3 0
 I don't 100% agree with this comment of the reviewers. Santa Cruz website suggests an axle to crown of 586.1MM With the fork set at 586mm, and 10 MM of spacers under the top crown, the stanchions are low enough to run the fork in the 45mm setting (this is how I have my wife's bike set up for her) It is VERY close, but it works.

This is due to the 35mm diameter of the handlebars extending out pretty far from center.
  • 1 0
 Sorry, this should say run the bars/stem in 45mm configuration. Regardless, it is possible, it just takes a little tweaking to make it happen.
  • 3 0
 Your wife has Fox40s and 35mm bars? Your wife is rad.
  • 2 0
 She also has a v-10 cc with other goodies on it Smile


I agree, she's pretty rad
  • 3 0
 Santa Cruz has the best dh team, and makes the best videos. And makes smart decisions about their bike ie threaded bb. 2015 is their peak year. After that everything is going downhill.
  • 2 0
 pun intended? i hope so.
  • 2 0
 Throw some Avy carts in those fox forties and all you have to concentrate on is riding. I would be mighty pissed if my 2000$ fork turned into a pogo stick on my precious trip up at Whistler.
  • 1 0
 gotta pay to play,6k for a full carbon decent spec dh bike isn't horrible..i picked up a yt capra at the top of the trail last week and it was the aluminum version but well spec'd but heavy as f*ck...no thanks of that..The pivot bearings and the carbon frame itself come with a lifetime warranty tells me this bike is worth considering just because of the warranty..i ride specialized enduro/demo 8 but would try this new V10,sounds like it rips like my old turner dhr
  • 1 0
 "The Vivid R2C comes remarkably close, exhibiting consistent performance even on long, top to bottom laps in the bike park" wouldn't that be a characteristic of the damper and not the spring?
  • 2 1
 Yes, but I believe an air spring is affected by heat to some degree as well.
  • 1 1
 I thought it was that the air spring acted as an insulator for the damper
  • 1 1
 RS did a great bit on their bottomless tokens that relates to how air springs work. It all has to do with the gas law equation that relates pressure, volume, temp and number of atoms. For each inch of compression on a coil spring you need to add the the same amount of addition force, so a 100lb/in spring 100lbs for the first inch, 200 for the second and so on. An air spring is progressive so you may see something like 50lbs for the first inch, 150 for the second and 325 for the 3rd inch.

You can put the same damper in a coil or air spring setup, it's all about how the spring behaves.
  • 2 2
 So why is the bar hitting the stanchion automatically eastons fault that fox chose huge 40mm stanchions only to later "design in flex"? Just because there are a stack up of incompatible parts doesn't mean one maker is the blame could just as easily blame fox.
  • 9 0
 well.....the fox 40 came out long before 35mm handlebars became commonplace/popular.
  • 1 0
 three words --- life time warranty



***** actually applies to the V-10, Nomad, Bronson and all the rest ....


May 1


..
www.santacruzbicycles.com/en/us/bike-registration-form
  • 8 0
 2 words. Lifetime Warranty.
  • 1 1
 Ha ha.... Fuzzy math
  • 1 0
 it does looks pretty damn awesome. Id like to ride the new ones- the old ones never really fancied my style of riding but they appear more in line with what i ride like now.
  • 2 0
 Buy what you can....... Run what ya brung....... Enjoy the fact that you can ride a bike when others can't.
  • 2 0
 Took 8 years for me to get into a job to finally afford one, nothing has compared since....
  • 2 2
 Are there any good old 26" Aluminum Frames? I dont want to ride freakin 650B Plastic Tube. If i wanted to have a plastic frame i'll be a roadie, or worse... a Enduro rider.....
  • 1 0
 Can anyone tell me what happened to yeti making DH bikes... Love Santa Cruz and LOVE the V10!
  • 8 0
 Same question was made on the mtbr yeti forum, here's the answer from John P.

Quote Originally Posted by John P.
I've seen at least 2-3 SI DH protos around the office, but sadly, they're all a long ways away from production. I keep pushing for it, but it's a matter of money on a couple levels:
1. Putting together a WC DH team for proper testing and refining is crazy expensive (especially with a top enduro team already doing so well)
2. We're concentrating our limited resources on bikes we can sell more of... The enduro/ trail market is something like 20x the size of the DH market. Maybe more.

We've always been gravity freaks, and I'm sure we'll do another long travel bike someday. But the reality is we have bills to pay, so we won't do something like a DH bike until we have all the resources at hand to do it the right way.

JP
  • 5 0
 That's a far too sensible and reasonable explanation. I demand an anti-DH conspiracy!
  • 2 1
 like bacon its in its own food group. The V10 is in its own class. Yum bacon!
  • 2 3
 This is build is kinda weird. RS shock, fox fork. Zee drivetrain, descendant cranks... I know it doesnt really matter performance wise It just bothers me when it does not match Smile
  • 1 0
 yeah, I also came up with the same conclusion...the review seemed messy when you really go thru and realize half the parts they used are not on the actual offered package...anyways, the frameset is still amazing...
  • 1 0
 This bike is not noisy, it's the rider screaming for dear life going downhill!
  • 2 0
 It's noisy
  • 1 0
 Question: The Specs state for a rear shock a FOX DHX2, but in the review, a RockShock Vivid R2C..

Whats up with that?
  • 3 0
 You can choose either when you order (at least you could when I ordered)
  • 2 0
 Not sure why but I really like the line from the seat collar to the bb.
  • 1 0
 No 26" option? wait just add a spacer under the head tube like Rocky mtn
job done.
  • 2 0
 Happy with mine...
  • 1 2
 This is a classic refined frame design but I wouldn't mind seeing something totally new looking from SC in the DH department.
  • 6 0
 Why would they do it? This design has been perfected in 20 (or so) years, why would they just change everything to start all over again just for the new look sake? Doesn't make sense...
  • 1 0
 That's the obvious answer and I respect that bit of logic but I would argue that lots of other companies have innovated beyond what people at the time might have considered to be a 'perfected design'. Specialized is a good example. They had the 'Demo' for years and just recently changed the overall design. Gwin just took to first place on it....chainless! It's proving itself as a a worthy successor. I wouldn't mind seeing what the designer at SC could do other than incremental upgrades on the same design.
  • 2 0
 The S-works is what I'm referring to, of course. They still have the classic Demo 8 in their line.
  • 3 1
 Yeah, the new Demo is simply gorgeous. I never really liked the design of the rear on the old one, too many unnecessary pipes, so apparently there was something to redesign. But man, look at the V10, it's so clean and elegant, arguably the nicest DH bike ever made. I can hardly imagine it might be even nicer. About wining races - just look at the Syndicate's results this year, this bike works. But they could have redesign the Session, as it starts to look obsolete imo. Just not the way Commencal did it - Supreme V4 has been fucked up this year, and I don't care if they say it works better, I wouldn't ever buy it...
  • 1 0
 But the old demo was (apparently) a 'crap dh bike', not my words.. something I've picked up from various people and on here. So after tweaking it for Sam and Co, they had lots of room for an improved redesign. SC don't have that luxury in the same way, the v10 is super refined like said. Maybe if their 'fastest bike in the world' crown gets knocked a bit they might have to come up with something new. Makes you think though, in terms of linkage layouts etc, haven't we tried pretty much everything? Isn't that why everything looks like a....?
  • 1 0
 the cacophony would be a deal breaker for me
  • 4 4
 can't they produce the same frmae but with aluminium ?? that's all we ever wanted
  • 3 0
 SC is all about the strength of their carbon. Just call them to ask if its safe to put a longer fork than recommended on one of their bikes and their first question will be if its a carbon frame. If not, then they tell you not to do it but they will tell you to go for it if it is carbon. I imagine they would like to go to carbon exclusively.
  • 2 0
 Nevertheless, SC has more confidence in their carbon than in their AL, as evidenced by their lifetime warranty.
  • 1 0
 It looks like a Santa Cruz
  • 1 0
 never really a fan of Y frames
  • 1 0
 And Pics Titanium... so cute Santa Cruz Carbon!
  • 5 6
 12x157? now that's BOOOOOOOST
  • 3 2
 really cool bit for dropping the real wheel out
  • 4 1
 157 is pretty common, and as woollahara says it makes installation and removal of the rear wheel easier
  • 2 2
 noisy as hell
  • 2 5
 and carbon....
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