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Bike Check: Laurie Greenland's Santa Cruz V10

Jun 11, 2024 at 14:50
by Nick Bentley  



It's been a tough start to the year for Laurie Greenland, but we caught up with him in Leogang to have a look at his Santa Cruz V10. Now in its 8th generation, the V10 is more adaptable than ever, with a rear center flip chip, a lower link flip chip, and an option for reach adjustment in the headset. All of this comes with Santa Cruz's trademark high-quality finish and build quality.

What struck me about Laurie's bike was how clean it was, not just in appearance but also in terms of wear and damage. The Syndicate team is one of the slickest in the World Cup pits, and you would never have known that Laurie had just laid the bike down in a huge one in the woods. It always impresses me how fast the World Cup mechanics can get bikes back up and ready to race. Laurie's mechanic Lee Huskinson has his work cut out for him too, as Greenland is pretty hot on the little details. He likes his bike to be set up just right and picks up on any cockpit settings that aren't spot on.

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Laurie Greenland // Santa Cruz Syndicate
Age: 27
Hometown: Bristol, UK
Instagram: @LaurieGreenland_
The Syndicate team provisions two identical bikes for each rider, so that they have a perfect spare should something happen to the main bike mid-run.

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Santa Cruz V10.8
Frame: Santa Cruz V10
Shock: Fox 40 Factory
Fork: Fox DHX2, 500lb spring
wheelset: Santa Cruz Reserve Team Edition, Chris King hubs
Tires: Maxxis DHRII DH casing
Drivetrain: Shimano Saint
Brakes: Shimano XTR
Stem: OneUp Direct Mount, 50mm
Handlebar: OneUp Carbon E-Bar
Size: Medium

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Laurie plays with the frame geometry adjustments on the V10 quite a bit, and settled on the middle position for his rear center for Leogang, giving his medium frame a length of 451mm, with 5mm fore/aft adjustment should he want it. The lower link flip chip is set in the low setting to give him a 62.7-degree head tube angle.

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The V10 has always had a bit of stage presence, but in this matte black paint, it really is a head-turner.

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There are some nice touches on the V10, like the routing for the rear brake hose over the bottom bracket, as well as Santa Cruz's standard of fully lined carbon tubes for the internal cable routing. Under the bottom bracket, there is 500g of weight added. Laurie has tested higher weights, but found it to be a bit cumbersome and went back to 500g.

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One of the few changes from a stock Santa Cruz V10 is that Laurie has access to are additional options for the reach adjust headset. In addition to the stock ±8mm cups, he also has a set for ±4mm. Currently, he has the -4mm cups fitted here, which he has been using for the last few rounds. He does change it up on occasion and might have done so at Leogang, but the weather meant that he felt the minus 4mm set allowed him to stay more centered on the bike.

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At the heart of Laurie’s V10 is a Fox DHX2 coil shock with a 500lb spring. Laurie prefers it slightly over-sprung, as he likes something solid to push into. Although he has tried softer springs, this setup feels best to him. The Fox spring has been tested on a dynamometer by the team at Fox to ensure it is running true to its 500lb rating. For compression, Laurie is running 5 clicks of high-speed compression and 12 clicks of low-speed compression. The rebound settings on his shock are 10 clicks of high-speed rebound and 4 clicks of low-speed rebound.

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Laurie runs a Fox 40 up front with a flat crown and the stanchions 5mm through the upper crown. This isn't something Laurie fiddles with too much; if he wants to change the bar height, he uses spacers under his stem. There is 84 psi in his air chamber with 4 tokens. He runs his compression at 5 clicks for high speed and 10 clicks for low speed. The rebound is set relatively fast, with 6 clicks for both high and low-speed rebound. This setup is slightly softer than his normal setup due to track conditions, although Laurie doesn't tend to stray far from his base settings, usually only moving a click or two.

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This tire needs no introduction: the ever-popular Maxxis DHRII is a staple in the Downhill World Cup. Laurie's tires have no inserts, with 22 psi of air in the front tire and 26 psi in the rear.

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Some personalized Santa Cruz Reserve wheels with Chris King hubs. The wheelset is a special team edition made for the Syndicate. This Reserve 30 Team Edition rim has a profile based on the enduro reserve profile and has 28 holes instead of the 32 that the DH versions come with. This is because the Syndicate team is looking for a bit more compliance from their wheelset. Laurie's bike is running his V10 in a mixed-wheel set up.

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Some test pilot Maxxis DHRII's for Laurie. He's been trying the new Maxxis short-spike tire and really liked it but made a change for the changing conditions in Leogang.

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Laurie uses Shimano's XTR 4-piston brakes. He sets his levers up in a relatively flat position and likes his brakes to have 10mm of free stroke before they bite. Laurie uses sintered pads inside his XTR brakes. He likes the more positive bite that these provide; he feels it's a sharper bite when he brakes.

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Some loop side of Velcro tape is used to keep the brake cables from knocking on the number board.

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Laurie is running Shimano's 203mm Ice Tech Freeza brake rotors. This is a mixed set, however, with the front rotor being a 6-bolt and the rear being a center lock.

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New handlebars for the Syndicate team - they are now running bars from OneUp. Specifically, the OneUp Carbon E-Bar, which the brand developed for E-bikes. It has a 35mm rise and 8 degrees of backsweep. OneUp claims this bar is 20% more compliant than other carbon handlebars. Laurie has cut his E-Bar down to 780mm, which is 10mm wider than the 770mm he used to ride.

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Laurie uses Renthal push on grips.

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When it comes to the drivetrain, Laurie and all the Syndicate team are using Shimano's Saint groupset. Unlike many riders in the World Cup pits, Laurie prefers to keep a full 10-speed cassette fitted to his bike.

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At the end of the Saint cranks, there is a set of Crankbrothers Mallet DH pedals fitted in a very classic DH setup.

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This looks to be a new set of Saint direct mount cranks. They are fitted with an O-Chain device set to 9 degrees. Laurie changes this around a little, but 9 degrees is normal for him.

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Laurie's build is finished off with a Burgtec saddle and seatpost.

Author Info:
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Member since Nov 28, 2019
302 articles

56 Comments
  • 70 7
 Might just be me, but the Santa Cruz V10 is one of the best-looking downhill bikes on the circuit. Functional without all the frills.
  • 15 1
 Agreed. Pretty much sums up SC across their line. But I'm a fanboy.
  • 17 20
 I've always respected SC bikes for their build and ride quality, but I've always found any VPP bike (most notably the V10) to be very ugly.
  • 5 0
 and has been for years now.
  • 4 0
 Agreed that it is a great looking bike, although I've always found it funny that it does so while seeming to violate many of the "rules" of bike aesthetics you see people talking about on here. For example, it has no parallel lines, especially not the top tube/seat stays, which so many people seem to find appealing. Similarly, it has a bent down tube, which many people have accused of making a bike look "pregnant". All it needs is a hunch back top tube of the V10s of 20yrs ago, and they'd have a trifecta of the visually unappealing qualities.

And yet, it manages to be a damn good looking bike!
  • 5 0
 I dunno...I actually was going to post that I have just never liked the lines/looks on that bike. Kinked top tube, kind of all crammed in there. Doesn't do anything for me. Way rather be on something more classic like a Frameworks or Atherton . To each their own I guess
  • 4 0
 I built my V10(.7 in oxblood) a couple of months ago and it spends its time in my living room when I am not riding it. Makes me feel so good every time I see it. Its all about getting that positive energy any way we can Smile
  • 1 0
 It is nice looking but you'll discover that the decision to use a 500 lbs spring matures from other problems concerning leverage ratio. You best use a Firm compression damping tune and often is not enough to provide support
  • 1 0
 @trnxxx: I'll let Laurie know he is an idiot at to check the Pinkbike forums for setup advice.
  • 26 0
 "Laurie is running Shimano's 203mm Ice Tech Freeza brake rotors. This is a mixed set, however, with the front rotor being a 6-bolt and the rear being a center lock."

Excuse me but you cannot just drop an earth shattering piece of information like that without explanation. How are we supposed to tediously argue about which is better in the knowledge that a professional rider uses both without a care in the world?
  • 3 1
 Maybe he uses front hubs which do not come with 20mm axe and CL simultaneously, this happens a lot.
  • 15 0
 Chris King's current DH/Superboost rear hub option is only CL, while their DH front hub is only 6B.
  • 2 0
 A professional rider with a full time mechanic!

Laurie: Is the bike ready to race? We made all the changes I asked for before the next practice session/ run?
Lee: Yes mate.
Laurie: Sweet, I'm off. I'll let you know how it is at the end of the lap.
Lee: I'll have a brew ready.
  • 1 0
 @carlomcdy: I accidentally clicked reply and cannot delete it but thank you for clearing that up
  • 22 0
 Thats an incredibly detailed bike check! Well done Nick, you just smashed it out.
  • 6 0
 I feel like there needs to be more elaboration about the fact that the spider was removed on that M825 crank to install the O-chain. Is Shimano going to finally bring the Saint group up to date with the rest of the groups?
  • 2 0
 I'm not sure about the direct mount cranks, but on the spidered Shimano cranks you can press the spiders and swap them between cranks. Needs quite a lot of force and is better with the spider hot and the cranks cold. I'd not be surprised if the direct mount presses on to the same spline.
  • 4 0
 @jacks0n0: The word earlier in the season was that there was a new Saint crank that used direct mount chainrings and came in shorter lengths.

But Shimano doesn't seem to care about high-end MTB anymore, so we'll have to see whether than trickles down to consumers.
  • 5 0
 « The rebound settings on his shock are 10 clicks of high-speed rebound and 4 clicks of low-speed rebound. »

Hmmm, I believe it’s the other way, 4 clicks hsr and 10 lsr, because there’s only 8 clicks of hsr on the dhx2.
  • 2 1
 Doesn't matter counting clicks, they're only indication of where they're at on the base setting which we never know.
  • 1 0
 @knightmarerider: I don’t understand your point, I’m just saying that 10clicks of hsr is technically impossible on the dhx2 since there’s only 8clicks of it on this shock
Plus, looking at his spring (500lbs) it makes a lot more sense to have 4clicks of hsr (halfway mark), 10 lsr, pretty basic setting for 500lbs.
  • 1 0
 @LyO177: He means that whatever detail he has provided, discount it because its BS.
  • 2 0
 @LyO177: he’s most likely not running the same internals that you are. So the number rod clicks is pretty useless info for a regular rider as we don’t know what’s inside. For all we know his internals might have 32 clicks of HSR
  • 5 1
 Curious why he is running XTR brakes vs. Saints? I have the same XTR's on my DC bike and the Saint's on my Enduro bike. The Saint's are certainly more powerful. Interesting...
  • 3 1
 control and feel.
My experience was saints have a ton of power but its very off/on - no great for efficiency
  • 1 0
 Are you running the same pads and rotors
  • 2 0
 They both feel identically powerful to me if you use the same pad compound and rotor. The 4 pot deores on 203 rotors and metallic pads feel almost the same too.... I think the Saints have a higher hydraulic ratio but I cant perceive it.
  • 2 0
 These guys probably use their brakes a lot less than us regular people. Plus he’s a smaller rider. The XTR probably have more than enough power for him.
  • 1 0
 @norcalbike: same rotors and pads, just 180mm since it's an SC bike.
  • 1 0
 @sino428: You are probably right. He's not a big guy and they only need to work for about 4 min!
  • 1 0
 @Scottycruz: that and I just mean they literally don’t use their brakes as much in a run. We normal people use our brakes a lot more than we likely realize. These dudes are much more wide open with the speed they carry.
  • 5 0
 Laurie is a weapon! Really hope his luck turns around and we see him in finals this weekend.
  • 2 0
 Did not realize they went full internal brake routing on the V10.8, a bit of a shame! The way they had it on the previous version was great. Internal brake routing does not belong to a race bike IMO, but for the syndicate they have two bikes and a dedicated mechanic anyway so it does not bother them I guess...
  • 1 0
 I was thinking the same...but the tube it tube is unreal on this bike...never set up internal cables as easily. Truly impressive.
  • 1 0
 Silly detail I’m curious about - how does he keep his push on grip from walking up the bar? No wire in the photos and I’d be a little surprised if they glued them to a carbon bar (because of removal, although maybe they just toss the bar with the grips…eek). I had the same grips and loved them but hairspray didn’t keep them in place, and didn’t want to mess with glue etc.
  • 1 0
 "The Syndicate team provisions two identical bikes for each rider, so that they have a perfect spare should something happen to the main bike mid-run."
Is it just me, or does this statement feel like its comes from SC media people. As in get this out there before the Minaar video goes out.
It just feels out of place.
  • 3 0
 Interesting that Intense and Santa Cruz are both running the OneUp E-Bar for downhill
  • 1 0
 Saw that too. I was looking at the Oneup site and can’t really find what the difference is between that and their regular carbon bars.
  • 4 0
 When can us plebs get the 2.5 DHR2
  • 3 0
 Not sure but they are getting released soon. Announced at Sea Otter.
  • 1 0
 @colinb19: so availability next year then?
  • 2 0
 We have them on the shop floor in Aus
  • 1 0
 thats what a down hill mountain bike looks like to a x pro Moto crosser..I wish I could ride it a couple times..and clock me I could be a winner at 65 years old..these young kids jaws would be on the ground !
  • 3 0
 One centerlock rotor and one 6-bolt, burn it!
  • 1 0
 I bought a 2016 V10 for an occasional DH bike park pig. TBH I think it's ugly, but dang it's it's light & rides really well for an older bike.
  • 1 0
 What is the point of having 6 bolt in the front and centerlock brakes in the rear?
  • 1 0
 It could be just that cl it is much faster to change in case if a last second wheel swap (rear wheels are a much more common break) as well as a bit lighter. Only downside to cl is the rotor tends to rock a bit on the splines which is much more noticeable on the front. Just a guess.
  • 5 0
 Product availability with Chris King hubs.
  • 1 0
 no 20 x100 CL hubs, only onyx makes them.
  • 1 0
 @mastersonrj: why would those be needed.
  • 1 0
 Bring back external brake cable mounts
  • 1 2
 Shouldn't it be photographed upside down so we can relate better?
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