Review: The Revel Rascal V2 is a Live Wire Trail Bike
Words by Matt Beer
Photos by Max Barron
The lines between bike categories continue to blur, but somewhere in between an overbuilt cross-country machine and a lightweight enduro steed you’ll find the Revel Rascal V2 - a trail whippet that is intended to be equally as enjoyable uphill as it is on the way down.
As the name suggests, this is the second iteration of the Colorado-based brand's 29" wheeled trail bike. Carrying over is a dual-link design with the goal of transferring power to the rear wheel at all points in the 130mm of travel. That calls on carbon construction to balance the weight versus stiffness across five frame sizes. Minor tweaks to the geometry steepen and slacken the angles bring the bike up to date.
As the name suggests, this is the second iteration of the Colorado-based brand's 29" wheeled trail bike. Carrying over is a dual-link design with the goal of transferring power to the rear wheel at all points in the 130mm of travel. That calls on carbon construction to balance the weight versus stiffness across five frame sizes. Minor tweaks to the geometry steepen and slacken the angles bring the bike up to date.
Rascal V2 Details
• Full carbon frame
• Wheel size: 29"
• 130mm rear travel, 140mm fork
• CBF dual-link suspension design
• 65.5° head angle
• 76° seat angle (LG)
• 436mm chainstays
• Weight: 14.2 kg / 31.30 lb (size L)
• Sizes: S, M, L, XL, XXL
• Price: $5,999 - $10,499 USD
• revelbikes.com
• Full carbon frame
• Wheel size: 29"
• 130mm rear travel, 140mm fork
• CBF dual-link suspension design
• 65.5° head angle
• 76° seat angle (LG)
• 436mm chainstays
• Weight: 14.2 kg / 31.30 lb (size L)
• Sizes: S, M, L, XL, XXL
• Price: $5,999 - $10,499 USD
• revelbikes.com
Contents
 | The Rascal is a strong and agile trail ninja. You’ll be rewarded with speed for being precise in where you pump and jump. Miscalculations aren't taken kindly, though. |
Frame Details
Looks shouldn’t matter when it comes to performance equipment, like mountain bikes, but they do because we pay money for them. The Rascal’s straight lines and color-matched carbon links should meet most people’s tastes.
Revel has paid attention to what the people want, especially when it comes to water bottle mounts inside the front triangle. Secondary mounts on the outside of the downtube allow for second bottle or bikepacking accessories. The XXL frame even makes room for a third on the underside of the top tube.
Around the rest of the frame, thoughtful additions such as fully-guided internal cable routing, universal derailleur hanger (or SRAM Transmission) compatibility, and a mud guard for the linkage are thoughtful additions to the V2. Absent from the Rascal are any geometry or chainstay length flip-chips or shock progression adjustments. The frame is a set-and-forget full time 29er.
Solid collet-style pivot axles existed on the original Rascal and it’s easy to see why they carried over to the V2. Those remained tight and quiet through the review. The only areas that raised eyebrows were the cable routing, which runs mighty close to the rear tire and the rubber frame guards that ended up losing their adhesion.
![Revel Rascal V2 - Photos by Max Barron]()
![Revel Rascal V2 - Photos by Max Barron]()
![Revel Rascal V2 - Photos by Max Barron]()
Looks shouldn’t matter when it comes to performance equipment, like mountain bikes, but they do because we pay money for them. The Rascal’s straight lines and color-matched carbon links should meet most people’s tastes.
Revel has paid attention to what the people want, especially when it comes to water bottle mounts inside the front triangle. Secondary mounts on the outside of the downtube allow for second bottle or bikepacking accessories. The XXL frame even makes room for a third on the underside of the top tube.
Around the rest of the frame, thoughtful additions such as fully-guided internal cable routing, universal derailleur hanger (or SRAM Transmission) compatibility, and a mud guard for the linkage are thoughtful additions to the V2. Absent from the Rascal are any geometry or chainstay length flip-chips or shock progression adjustments. The frame is a set-and-forget full time 29er.
Solid collet-style pivot axles existed on the original Rascal and it’s easy to see why they carried over to the V2. Those remained tight and quiet through the review. The only areas that raised eyebrows were the cable routing, which runs mighty close to the rear tire and the rubber frame guards that ended up losing their adhesion.
Suspension Design
Dual-link designs are not all the same. Revel has licensed the Canfield Balance Formula (CBF) and features two short, co-rotating links to marry the front and rear triangles. At the top of the seatstay, a separate pivot is home to a clevis mount to drive the shock.
This arrangement produces high levels of anti-squat and anti-rise throughout the 130mm of travel, averaging around 120 and 100%, respectfully. Those numbers lead to a firm pedaling platform and neutral geometry under braking.
The shallow progressive leverage curve leads to a supportive ride throughout the travel. The Rascal plays well with an air shock, however, a helping hand from an extra volume spacer or two may be needed to reduce bottom-outs.
Geometry
In the First Ride, I sounded like a broken record talking about the sharp handling of the Rascal’s 65.5-degree head tube angle. While I found the 140mm fork lined up well for the Rascals intentions, it’s worth pointing out that bumping it up to 150mm won’t void your warranty.
Helping this thing turn on a dime are the 436mm chainstays. That length seems suited to the size large I rode, and the two smaller frames, however, taller riders might find the short rear end a touch unbalanced.
The saving grace, at least while seated on climbs, is that the seat tube angle tips forward ever so slightly as the frame’s front triangle length increases on the XL and XXL.
In the First Ride, I sounded like a broken record talking about the sharp handling of the Rascal’s 65.5-degree head tube angle. While I found the 140mm fork lined up well for the Rascals intentions, it’s worth pointing out that bumping it up to 150mm won’t void your warranty.
Helping this thing turn on a dime are the 436mm chainstays. That length seems suited to the size large I rode, and the two smaller frames, however, taller riders might find the short rear end a touch unbalanced.
The saving grace, at least while seated on climbs, is that the seat tube angle tips forward ever so slightly as the frame’s front triangle length increases on the XL and XXL.
Specifications
![Revel Rascal V2 - Photos by Max Barron]()
| Specifications | ||
| Release Date | 2023 | |
| Price | $9199 | |
| Travel | 130 | |
| Rear Shock | RockShox Super Deluxe Ultimate | |
| Fork | RockShox Lyrik Ultimate 140mm | |
| Headset | Cane Creek 40 Series, IS52/IS42mm | |
| Cassette | Sram X01 Eagle 10-52T | |
| Crankarms | Sram X01 Eagle Transmission, 170mm, 32t | |
| Bottom Bracket | Sram DUB BSA 73mm | |
| Rear Derailleur | Sram X01 Eagle Transmission | |
| Chain | Sram X01 Eagle Transmission Flattop | |
| Shifter Pods | Sram AXS Pod Ultimate Controller | |
| Handlebar | Trail 1 Crocket Carbon 25mm | |
| Stem | Trail 1 Viking Alloy Stem 40mm | |
| Grips | Trail 1 Farlow Gap | |
| Brakes | Sram Code RSC 180/180mm rotors | |
| Hubs | Industry Nine Hydra 148 Boost | |
| Rim | Revel RW30 V2 Carbon | |
| Tires | Continental Kryptotal-Fr, 29x2.4, Trail Casing, Endurance Compound Front / Continental Xynotal Trail Casing 29x2.4 Endurance compound, Rear | |
| Seat | SDG Radar | |
| Seatpost | Bike Yoke Revive 185mm | |
Test Bike Setup
At the back end, the shock was set to 175 psi which equated to roughly 27% sag. The single token wasn’t enough in the Super Deluxe, in fact, neither was two. The shock performed well but I did tag the end of the stroke frequently. Higher pressures were experimented with, although those began to detract from the small bump performance.
![Revel Rascal V2 - Photos by Max Barron]()
Figuring out the Rascal's strong suit didn't take any time at all - it's picking up speed by pumping through sections and transmitting pedal strokes into power. Everything about the Rascal is sporty, very sporty, including the steering.
Switching to a higher bar and longer stem would relieve some weight on the front wheel. That calmed down the twitchy direction changes to my liking. To each their own.
The Continental Trail casing/Endurance compound tires weren't too hot in the cold and wet winter slop. I ran as low as 18 psi in the front and 21 in the rear before swapping out to an equally light, yet tackier set of tires.
After a few touchdowns to both ends of the suspension components on the initial rides, I added volume spacers all around. The fork arrived with zero tokens. I added two and shortly after plugged in another token, settling around 90 psi for 15% sag.
Switching to a higher bar and longer stem would relieve some weight on the front wheel. That calmed down the twitchy direction changes to my liking. To each their own.
The Continental Trail casing/Endurance compound tires weren't too hot in the cold and wet winter slop. I ran as low as 18 psi in the front and 21 in the rear before swapping out to an equally light, yet tackier set of tires.
After a few touchdowns to both ends of the suspension components on the initial rides, I added volume spacers all around. The fork arrived with zero tokens. I added two and shortly after plugged in another token, settling around 90 psi for 15% sag.
Climbing
Point the Rascal uphill and it won’t hang around. Keen and energetic, it’ll encourage you to get up out of the saddle and keep the speed going on undulating trails.
Technical climbs can be tackled because power gets to the rear wheel efficiently, however, you’ll want to pick lines with shallower angles and fewer lumps that can throw off your balance. The shorter chainstays and wheelbase, which make the Revel so exciting to ride elsewhere, can pose a limit on steeper climbs, especially while in the saddle.
If you find yourself in front of one of those hills that's closer to a wall than a road, reaching for the climb switch will be the right call. The seat tube angle is neither overly slack for this bike category, nor is it the steepest. Tall riders interested in an XL or XXL Rascal will likely appreciate that this number increases north of 76 degrees to push weight further forward while seated.
Together, the respectable weight, compact geometry, and a strong suspension platform mean that it’s anything but sluggish uphill, but those hellish climbs will require scooting up on the saddle and crouching foward to keep the front wheel down.
![Revel Rascal V2 - Photos by Max Barron]()
Point the Rascal uphill and it won’t hang around. Keen and energetic, it’ll encourage you to get up out of the saddle and keep the speed going on undulating trails.
Technical climbs can be tackled because power gets to the rear wheel efficiently, however, you’ll want to pick lines with shallower angles and fewer lumps that can throw off your balance. The shorter chainstays and wheelbase, which make the Revel so exciting to ride elsewhere, can pose a limit on steeper climbs, especially while in the saddle.
If you find yourself in front of one of those hills that's closer to a wall than a road, reaching for the climb switch will be the right call. The seat tube angle is neither overly slack for this bike category, nor is it the steepest. Tall riders interested in an XL or XXL Rascal will likely appreciate that this number increases north of 76 degrees to push weight further forward while seated.
Together, the respectable weight, compact geometry, and a strong suspension platform mean that it’s anything but sluggish uphill, but those hellish climbs will require scooting up on the saddle and crouching foward to keep the front wheel down.
Descending
Straight up, the Rascal might be one of the most impressive bikes to enter the stable when it comes to bringing life to most unassuming pieces of trail. It whips through tight corners, builds speed on command and handles smoother descents commendably.
You have to keep your wits about when charging and manage downhill expectations from the tight geometry and 130 millimeters of travel. Even though the rear suspension handles most heavy hits well, there will be consequences for bashing your way through sections. This isn’t an enduro bike or even a sendy trail bike, so take your time and enjoy the downhill. Calculate a route because smooth is fast. Find the side hits because straight lines mean less tomfoolery.
Expert riders looking to gain excitement over other brutish bikes will have no trouble turning the trails into a playground. For some less experienced riders, the tight wheelbase of the steep-ish head tube angle and shorter chainstays will expose the Rascal’s quick handling.
When pushing the limits of the Rascal’s comfort zone, the frame doesn’t wince too hard. The carbon frame and wheels have a suitable amount of stiffness and flex for a sharp handling trail bike.
We did lose some of the rubber protectors, which already ran a bit short. Thankfully the chain don’t knock around enough to cause a major concern and the cables stay quiet. The brake hose takes a precariously close route to the rear tire and under the BB, however, it remained intact and out of harm's way during the review.
![Revel Rascal V2 - Photos by Max Barron]()
![Revel Rascal V2 - Photos by Max Barron]()
![Revel Rascal V2 - Photos by Max Barron]()
Straight up, the Rascal might be one of the most impressive bikes to enter the stable when it comes to bringing life to most unassuming pieces of trail. It whips through tight corners, builds speed on command and handles smoother descents commendably.
You have to keep your wits about when charging and manage downhill expectations from the tight geometry and 130 millimeters of travel. Even though the rear suspension handles most heavy hits well, there will be consequences for bashing your way through sections. This isn’t an enduro bike or even a sendy trail bike, so take your time and enjoy the downhill. Calculate a route because smooth is fast. Find the side hits because straight lines mean less tomfoolery.
Expert riders looking to gain excitement over other brutish bikes will have no trouble turning the trails into a playground. For some less experienced riders, the tight wheelbase of the steep-ish head tube angle and shorter chainstays will expose the Rascal’s quick handling.
When pushing the limits of the Rascal’s comfort zone, the frame doesn’t wince too hard. The carbon frame and wheels have a suitable amount of stiffness and flex for a sharp handling trail bike.
We did lose some of the rubber protectors, which already ran a bit short. Thankfully the chain don’t knock around enough to cause a major concern and the cables stay quiet. The brake hose takes a precariously close route to the rear tire and under the BB, however, it remained intact and out of harm's way during the review.
Technical Report
Trail One Crockett and Viking Stem: Behind the big logos and trail kickbacks, the 35mm diameter carbon Crockett bar from Trail One has common angles of 5 degrees up and 8 degrees back. The 20mm rise was on the lower side for my taste when matched with the short stack height of the Rascal, but a 35mm rise option exits as well. Their CNC'd Viking stem lies in the middle of their two other handlebar holders. More material been removed from their fancier Rockville stem. Surprisingly, 40mm is the longest stem option that Trail One makes.
Revel RW30 Carbon Wheelset: Fusion-Fiber is Revel's term for thermoplastic technology used in their carbon rims. These RW30 wheels are built on the buzzy Industry Nine Hydra hubs using 28 double-butted Sapim spokes. That builds up to a claimed weight of 1,850g. For the purposes of the Rascal, the RW30s rode had a bit of snap to them, but never a sting.
Continental Trail Tires:I've ridden both of these treads before and found they performed well beyond their intended drier conditions, however, they were of the SuperSoft, DH casing. I expected that the lighter Trail casing and firm Endurance compound would rival a Maxxis EXO+/Maxx Terra combo, but that wasn't the case. I've noticed that Continental tires tend to be very slippery out of the box, so I gave them a good gravel slalom break in but that never changed their performance. They were downright unrideable on wet rocks, even at sub 20 psi pressures, and persisted to glance off roots.
Revel did state that this particular bike went together before the specified front, Soft compound tire was available. Regardless, that wouldn't change my feelings about the rear tire. Even for a bike with a heavy focus on efficiency, transferring power in wet conditions was challenging.
Trail One Crockett and Viking Stem: Behind the big logos and trail kickbacks, the 35mm diameter carbon Crockett bar from Trail One has common angles of 5 degrees up and 8 degrees back. The 20mm rise was on the lower side for my taste when matched with the short stack height of the Rascal, but a 35mm rise option exits as well. Their CNC'd Viking stem lies in the middle of their two other handlebar holders. More material been removed from their fancier Rockville stem. Surprisingly, 40mm is the longest stem option that Trail One makes.
Revel RW30 Carbon Wheelset: Fusion-Fiber is Revel's term for thermoplastic technology used in their carbon rims. These RW30 wheels are built on the buzzy Industry Nine Hydra hubs using 28 double-butted Sapim spokes. That builds up to a claimed weight of 1,850g. For the purposes of the Rascal, the RW30s rode had a bit of snap to them, but never a sting.
Continental Trail Tires:I've ridden both of these treads before and found they performed well beyond their intended drier conditions, however, they were of the SuperSoft, DH casing. I expected that the lighter Trail casing and firm Endurance compound would rival a Maxxis EXO+/Maxx Terra combo, but that wasn't the case. I've noticed that Continental tires tend to be very slippery out of the box, so I gave them a good gravel slalom break in but that never changed their performance. They were downright unrideable on wet rocks, even at sub 20 psi pressures, and persisted to glance off roots.
Revel did state that this particular bike went together before the specified front, Soft compound tire was available. Regardless, that wouldn't change my feelings about the rear tire. Even for a bike with a heavy focus on efficiency, transferring power in wet conditions was challenging.
Which Model is the Best Value?
Carbon this, that and the other - do you need those premium components? Usually not. You will need a carbon Rascal frame though since there are no alloy options here. Custom building your own would be one way to go, however more value lies in the complete bikes.
The most affordable Rascal build is the SRAM GX kit at $5,999. It's a solid choice, but why not take advantage of the Rascal V2’s UDH updated frame? $500 more earns you the GX Transmission version of that same build, bringing a serious improvement in shift quality and durability.
In that list of parts, you’ll find the adjustable Super Deluxe Ultimate shock and Lyrik Select+ fork. You still get the Charger 3 with all the same clickers as a Lyrik Ultimate, just without the Buttercups or fancier bushings.
Crankbrothers Synthesis Enduro alloy wheels and a Highline 7 dropper get the job done, but add more than 200g versus the Revel RW30 carbon rims and BikeYoke Revive on the pricier builds.
Lastly, the Code R brakes don’t have the same modulation or overall power as the Code RSC. That might be more of a concern on an enduro bike. For the Rascal’s intentions, they’ll do just fine.
One asterisk tagged onto this GX Transmission option is that, unlike all of the other builds which are available online, you’ll have to order it through a Revel dealer.
Revel Rascal V2
Transition Smuggler
How Does It Compare?
The Rascal provides a bit more cushion than the shorter-travel (120mm) Santa Cruz Tallboy, but doesn’t necessarily descend more confidently. I’d chalk up the majority of that secure, “in-the-bike” characteristic to the higher stack and lower BB drop on the Tallboy. Does that take away from the playfulness though? For sure. If the Tallboy is the downhiller’s cross-country bike, then the Rascal is the dirt jumper's cross-country bike with a snappier quality about it.
Crossing over with the Rascal’s 130 and 140mm of travel is the Transition Smuggler Carbon. That’s about where the similarities end though because the Smuggler is a lightweight, hard-charging, short-travel trail bike.
Singing a similar tune to the Tallboy, the Smuggler has a taller stack, longer chainstay length, and more progression. The head angle has also been knocked back a half degree, leading to a longer wheelbase. Granted, it didn’t get jammed up in tighter corners, but I felt a little stretched out on the size large (485mm reach).
For those riders caught in between the usual size gaps of 460 (MD) and 485mm (LG) frame reaches, Revel’s (and Santa Cruz’s) sizing overlaps well with their size large typically landing on the 470mm-ish mark.
The downside to such a capable, yet svelte descender, like the Smuggler, is that you can often push the limit too easily. That can land yourself, or your wheels, in trouble, whereas the Rascal doesn’t overstep its realm.
Pros
+ Power is transferred well from the pedals to the rear wheel
+ Suspension generates speed from body inputs exceptionally well
+ Sharp and agile handling brings excitement to all types of trails
Cons
- Becomes skittish on steeper trails (up and downhill)
- A few components will keep you on the edge of control (easy to change for personal preference)
- No geometry adjustments or size-specific chainstay lengths
Pinkbike's Take
| The Rascal’s 130mm travel and conservative geometry place it in what I'd call the 'traditional' trail bike category, because it’s more than a downcountry bike but it’s not an aggro trail bike either. What it definitely is though, is one of the most rewarding bikes I’ve ridden when it comes to producing speed. That will suit riders who don’t want to let up when there are short uphill bursts - flowing, rolling terrain is where it absolutely shines. |
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I have it built up with lightweight carbon wheels, lighter trail tires and generally a lighter build but I think a std. Stumpjumper with a light build if I could get it under 30 lbs would be ideal.
for the little stumpy, i got a custom tune on the shock and upgraded from a 34 to 36. i have a set of roval controls with XC tires, and when i slap those on with some eggbeaters, it is at about 27 pounds. alternatively, i have a set of ibis S35 wheels with minions and I pop those on (plus some mallet E pedals) and it's more like 29 - but i get fewer flats and it still totally slays.
i put a 140 air spring in the 36 (it was 160 on the 130LR), even though it was tempting to go 150. i like the stock geo and didn't feel like i needed to increase the stroke on the fork. initially i thought it might be a bit under powered for downieville but it isn't at all. it actually is so much fun, even in the rough stuff, because of how agile it is
Be interesting if that test ended up modifying the opinion on this new bike. OR... if the memory of how that older bike used to ride would change?
Sometimes it's better to just have that memory rather than test how accurate it is!!
but I will have to say that’s it’s just funny how opinions are things that don’t always stand the test of time ;p
I had the same experience. Loved the sb5.5 and sb150... sold my sb130 after 1 month. Sold my sb120 after 2 rides. I won't buy another Yeti unless they make something again in the all-mountain category that totally rips.
When chainstays dont scale up the front wheel wants to drift/tuck. Its scary AF to go BACK to a bike with shorter chainstays after riding one with properly scaled (or closer to properly scaled) chainstays - thats when it hits you how sketchy it was all along.
Let's take a look at how out of whack these Rascal chainstays are:
M = 451 reach / 436 chainstay
XXL = 528 reach / 436 chainstay (510 chainstay would be proportional to the M ratio!!)
FIVE HUNDRED AND TEN MM
Conversely, if the M had the same reach/chainstay ratio as the XXL it would sport 372mm chainstays (think BMX bike)
Though, it is a bummer we have to ignore certain brands because they seem to ignore a certain percentage of their customer base optimizing geometry better.
In the past, front centers were so short, there was only benefits in trying to keep the chain stays as short as possible.
Now reach and HA have grown so much, at 190cm my geo review process is CS (435-455) and SA (75-7
I'm often looking at M size bikes now...
Jokes.
The lack of care and effort is astonishing, and brands have the nerve to call it a feature.
that said, i'd be more than happy to test a bike with equal reach and CS length out of pure curiosity.
CBF suspension is everything they claim, I though I had placebo effect after getting new bike, but I took my previous bike for a rip from big T and once back to Rascal it felt like my previous bike was a Walmart discount model
The only bike that ever came close to me in comparison to Rascal is Ibis RIPLEY, but Rascal still climbs better which is what I want as I suck at it
Doesn't seem forced out to me? He quite clearly seems to think its a good bike for mellower trails.
My old process 153 was dramatically different. Rear suspension stiffened under heavy braking, you could feel the suspension fighting the chain when pedaling through a rock garden. My lithium is so, so much more predictable and composed in those situations.
I go by the feel, it is easier to climb on this bike compared to everything I rode before, I feel like I have a lot of control bombing though the any type of trail, when I put power into the pedal, bike just takes off. My initial impression of the bike was like it has small motor and propels with assistance.
It's just hard to explain, especially if you come with desire to hate this bike without even trying it first.
Majority of companies simply dump a load of marketing bullshit on you, so you expect that Revel is no different, but I assure you, bike checks all the marketing check boxes Revel talks about. Also I have never met a person that would not like Canfield bike
And I’m with you regarding the marketing hype. I try to ignore it. I’ll get a bike I think I want to ride, and my general attitude toward any given suspension platform is, “Yeah, whatever. It will be fine.” But I’m telling you — everything I’ve heard so far is true.
And that’s not to say it’s the one and only good suspension platform out there, or that I will never buy anything else, but I’d say right now, it’s the best I’ve tried.
Canfield has a long explanation on their site...
canfieldbikes.com/pages/cbf-suspension
FWIW. It also makes sense to just ride the bike. AS/AR are fairly crude calculations with a lot of limitations.
When bike park season came around, I was blown away by how much better the suspension was at behaving through steep rough stuff when braking.
Yes.
I do feel that bikes have plateaued with much of the geometry, most bikes are very good angles wise these days and the harder part is finding the right sizing to allow the rider to integrate perfectly.
We need to step away from full carbon frames and get fully back on board with aluminium, there’s clearly no weight saving these days, and if you’re building a bruiser DH bike a little heft is your friend.
For sure. My 2019 bike was a fairly progressive new model at the time and I loved it from day 1. Now it's pretty normal in terms of geo and suspension characteristics and rides as well as ever. The problem now is that I like new bikes, but can't in any way justify one while mine is still just as good as anything coming out today.
Also I don't know how bike companies are going to handle a lack of innovation in geo over the next 5 or 10 years. It feels like we are there and now you buy a new bike because your old one wore out (rather than newest being greatest).
Yep, 28” wheels are going to be the best of both worlds, and oh btw, we now Are introducing boost+ wheels with a subscription service requirement…
Why would you expect that? Conti has SuperSoft, Soft, and Endurance, which would correlate to MaxxGrip, MaxxTerra, and MaxxSpeed. Endurance is not going to better MaxxTerra any more than MaxxSpeed would.
Based on the depth of the tread, volume of the tire, and intentions of the Rascal (which is not XC racing), yes, I would expect these Continental tires to perform similar to the mentioned Maxxis tires for light duty trail riding conditions.
Revel also mentioned that the front tire specified should be a Soft compound and not the Endurance. Thankfully, tires are an easy swap to suit personal preferences.
One more random note, however: even in the harder Endurance compound, the knobs of the tires clung to mud and wet dirt and wouldn't shed this easily whatsoever. This made for challenging shoulder season riding when the occasional puddle on an otherwise mostly dry trail would keep your tires covered in dirt that only makes everything on trail more slippery. An interesting mix of lack of traction alongside holding dirt on the knobs...
*(MaxxSpeed is actually listed as: "best for XC race conditions", which makes no sense, because races take place in a variety of conditions. It could be dry, muddy, raining, all sorts of weather; though XC courses are usually pretty hard, so that fits partly into the Single and Dual intentions.)
If you expect a tire to perform solely based on the tread, volume, and intention of the bike* and ignore the compound, you're doing it quite wrong.
*(What does that have ANYTHING to do with the tire? Why would anyone ever expect a hard compound tire to perform differently just because it's on a trail bike? You can say you expected a different tire to be specced to better match the bike, but expecting a badly specced tire to perform differently because of the bike it's on... well, that is completely backwards.)
"Revel also mentioned that the front tire specified should be a Soft compound and not the Endurance."
Yeah, because they know how it works! They don't expect the Endurance to perform like a MaxxTerra, hence why they intended the Soft.
And when their respective descriptions are virtually identical?
MaxxSpeed: "specially formulated to reduce rolling resistance and optimize treadwear and traction"
Conti Endurance: "a high durability in combination with good rolling resistance and grip is achieved"
MaxxTerra: "offers more traction than 3C MaxxSpeed, yet provides better treadwear and less rolling resistance than MaxxGrip, which makes it ideal for trail riding in all conditions"
Conti Soft: "High level of grip with a reasonable rolling resistance... the optimal combo for Enduro or Trail riding"
Those are quite literally the same intentions. No reasonable person would expect Endurance to match MaxxTerra, no matter the intentions of the bike it was specced on, just as no one would expect MaxxSpeed or Single Compound to match MaxxTerra.
That's very strange because a Lyrik 140 comes stock with 2 spacers installed. Which it should because of the way travel adjust works on recent forks: it's all in the air shaft length, so a shorter travel fork bottoms out with a lot more volume left in the air spring. Hence the need for spacers in everything but the longest travel option for a given chassis, with more spacers for every shortening. So you didn't really add 3 tokens, you added just 1 to the 2 that should have been there from the beginning.
Same for 2020. Granted, it is different for 2024, but "in the last couple of years" the spec indicates there should be factory installed tokens, and this article seems to be about a MY2023 setup.