Last year felt like it was full of new long-travel enduro bikes, many of them equipped with idler pulleys and DH-bike geometry. Looking into my crystal ball, I have a feeling that a decent portion of the focus this season is going to shift towards trail bikes, those do-it-all machines with 125 – 145mm or travel, give or take a few millimeters.
Canyon is kicking things off with the new Spectral 125, a bike that shares identical geometry to its longer travel sibling. That's right, you're looking at a bike with 125mm of rear travel, a 140mm fork, and a slack 64-degree head angle. Unlike the standard Spectral, which is available in a variety of wheelsize options, the Spectral is only available with 29” wheels front and rear.
Spectral 125 Details • Wheel size: 29"
• Travel: 125mm, 140mm fork
• Carbon or aluminum frame options
• 64.1º head angle
• 437mm chainstays
• Sizes: S, M, L, XL
• Claimed frame weight: 2,500 grams (carbon) / 3,000 grams (alloy)
• Weight: 30.6 lb / 13.9 kg (size L, CF9)
• Price: $2,899 - $6,299 USD
•
www.canyon.com There are five models in the lineup, two with aluminum frames and three with carbon. Prices start at $2,899 USD for the Spectral 125 AL 5, which has a Shimano Deore 12-speed drivetrain and brakes paired with a RockShox 35 fork and Deluxe Select+ shock.
The top-of-the-line model is the $6,299 USD Spectral 125 CF9. Its build kit highlights include a SRAM GX AXS wireless drivetrain, Fox 36 Factory fork and Float X Shock, SRAM Code RSC brakes, and DT Swiss XMC 1501 carbon wheels.
Frame DetailsThe Spectral 125's carbon frame is 100 grams lighter than the longer-travel Spectral, coming in at a claimed 2,500 grams. That weight savings was accomplished by using slightly smaller tube cross-sections, and a smaller rocker link between the seatstays and seat tube. Even with those weight reductions, the 125 frame receives a category 4 designation, which means it's built to the same standards as Canyon's enduro bikes. That's a good thing, because a bike with this spec and geometry isn't meant for toodling around on gravel paths.
There's space for a water bottle, although the space is a little tight due to the shock placement. To get around that, Canyon have their own bottle that's a little stubbier than the norm, making it possible to haul around 600mL of liquid. Two bolts under the top tube can be used to attach a tube or tool holder, and Canyon even makes their own little zip-up pouch that can be strapped to the frame there.
Other features include a threaded bottom bracket, ribbed chainslap protection, and fully guided internal routing on the carbon frame (the aluminum models use foam sleeves to keep things quiet). Tabs on the frame can accept an ISCG adaptor that's available separately for riders who want to run a chain guide of some kind.
Although the geometry is the same, the Spectral 125's kinematics do vary slightly from the 150mm version. The
leverage curve is slightly steeper, which means the bike ramps up a little more quickly in order to keep riders from blowing through the travel. Canyon recommends running 25% sag, another factor that helps give the bike a snappier, more energetic feel on the trail. For those of you who are scheming about putting a coil shock on this bike, Canyon doesn't recommend going that route, and in many cases there won't be enough room to make that a possibility in the first place.
GeometryAs I mentioned, the geometry is almost identical to the Spectral 150 – the reach, chainstay length, and head angle were all copied and pasted onto this new model. By now, saying that a bike is long and slack is about as useful as saying that it has two wheels – of course it does – but that description is very apt this time around. The size large has a 64.1-degree head angle, a 486mm reach, and 437mm chainstays on all sizes. The seat tube angle is 76 degrees, and Canyon provides several reference numbers to help riders get an idea of what it'll be at different positions.
A flip-chip at the rear shock bolt makes it possible to steepen the head angle by .5-degrees, which also raises the bottom bracket by 8mm. The aluminum models don't have a flip-chip, but they do have what seems to be best-of-both-worlds geometry - the alloy frames get the slack head angle and low BB of the carbon frame's low setting, combined with the steeper seat tube angle that you'd get in the high setting. I do wonder why Canyon just didn't do that for the carbon model too - there probably would have been a couple bonus grams of weight savings by going that route.
Models & PricingRide ImpressionsCategorizing bikes is a tricky thing, especially now that there are so many sub-categories. At what point does a downcountry bike become a trail bike? And when does an enduro bike turn into a freeride bike? I have my own opinions, but there are certainly no hard and fast rules. However, as easy as it is to poke fun at all the names, I do think they can be useful, a way to show where a bike fits in the grand scheme of things. With the Spectral, I'd put it in squarely in the aggressive trail category. This is a bike that goes uphill moderately well, but it's decidedly more focused on the descending side of the equation.
For riders who actively search out challenging climbs, or who are a little less intent on riding more technical trails, the Spectral 125 may feel like too much bike. The 64-degree head angle and overall wheelbase length give it relatively subdued handling on tighter, twistier climbs. It gets the job done, and 76-degree seat angle creates a riding position that's comfortable on a variety of terrain, although I personally wouldn't have minded if it was a little steeper. That won't be the case for everyone - at 5'11" I'm right on the border of the medium and large sizes, so taller riders may not find this to be an issue.
On tight, slower speed sections of trail the Spectral 125 is easier to maneuver than a full-blown enduro bike would be, thanks to the supportive suspension, but it's more of a handful than an Ibis Ripley, or a Santa Cruz Tallboy, for example.
As you'd expect, it's on the descents where Canyon's geometry decisions pay off – this thing can carry some serious speed, especially on trails that aren't super chunky. My local riding area contains a mix of moderately rough trails interspersed with plenty of berm- and jump-filled trails, which I'd say is the Spectral 125's ideal habitat. It's easy to get airborne, and it's an absolute blast on jump lines, with enough end-stroke ramp up to take care of those moments when the landing ends up being a little flatter than expected.
On a component-related note, I did need to pull apart the dropper post and wrap a piece of electrical tape around the inner cartridge to keep it from rattling when fully extended. It's something that I had to do on the new Torque as well, so I knew what to expect and it only took a few minutes. Still, it could be an annoyance, especially for less mechanically minded-riders.
The spec choice of a Fox 36 and Code brakes makes a lot of sense, and helps keep things from getting too out of control. I have had a couple of moments where I felt like I was approaching the bike's speed limit (or at least my brain's speed limit) – it's easy to forget there's only 125mm of travel, and the next thing you know you're rocketing straight into a mess of roots faster than seems safe. That's part of the fun, though, trying to find the limits and then dialing it back ever so slightly.
Canyon's obviously not the first company to come out with a short travel 29er that's meant to be ridden hard – Kona's Process 111 is the example that immediately comes to mind as demonstrating what big wheels and just enough travel could do, and more recently the Norco Optic picked up the torch. As it turns out, the Spectral 125's geometry numbers are very close to the Optic's, except for the fact that the Spectral's head angle is a degree slacker.
We're going to be putting more miles in on an aluminum Spectral 125 very soon for an upcoming Value Field Test, where it'll be compared to a whole bunch of other bikes and subjected to all the usual pseudo-scientific tests, including a saguaro cactus-filled Impossible Climb.
Canyon warranty department- "We are sorry but our laboratory has concluded that this bicycle was used in the act of tearing up trails at an inappropriate stoke level which does not constitute legitimate usage of this bicycle."
*During the early pandemic I broke my chainstay and they didn't have one in stock at the time so it took 2 months to send me a part but I think lots of companies had similar issues at the time.
I've bought 3 Canyons so far and they've done right by me. I even prefer that I can call and talk to them instead of having to go through a LBS/middle man.
Seat angle is only 1 part of climbing, the bike has to be efficient too
The solution is simple. Effective Seat angles should be steepening per frame size. Aside of chainstays that should be growing. The issue is though: when you steepen the ESA with each frame size it gets tricky with keeping pivot points of suspension where you had. them
The wheels and drivetrain are the same pretty much between the bikes.
I doubt that a bottle on the SC and nothing on the Privateer would be a game changer for climbing ability.
Some bikes are just not as good at climbing as others.
I have a 2016 Mega and its a terrible technical climber, my old 26er Nomad would out climb it on every technical climb!
But then again, look at the top enduro guys on smaller frames, with narrower bars too!!!!
Loner and slacker is more stable, not necessarily faster (I think Peaty dispelled pretty much every myth last year when he got on his old, un-serviced V10)
But since industry bombards us with optimization buzz words, it's no wonder folks want it exactly as they think they need it. The old tragedy of being stuck between two frame sizes.
Make the rear end too long and the bike is a boat, doesnt matter if you are 5ft6 or 6ft5, its still a boat.
Make the rear end too short and the bike is too twitchy, again, doenst matter how tall you are, your contact points have not moved.
Yes, you are taller and when swinging off the back you may need a longer rear end, but that is down to rider kinematics and not the height of the rider.
Break the rules....
Bruni swigs off the back of a bike with a short rear end whist Pierron weights the front of a bike with a long rear end and rearward axle path at the same time as Danny stands tall and very neutral on any bike!
There are no "rules", no "one size fits all solution".
We like to think there is a magic formula for a bike, but there isnt, some people can ride a Commencal really fast (I cant), whilst others can ride a V10 really fast (I cant to that either, but I can ride it much faster than a Commencal). Both totally different bikes.
The cool thing about bikes is, my right bike is not going to be your right bike, only believe what works for you on the trails.
PB is great for a baseline or peoples opinions, but when you are in the start gate and the pips go.... those opinions/theories count for nothing
Chainstays definitely need to grow! Some bikes are still stuck in the short fad(which I believe is just a cost cutting thing because they made all sizes have same chainstay and it was always built around a medium).
Now that reach is growing horrendously huge, the rear needs to follow to bring balance.
The problem is especially prominent in larger sized bikes and as an XL/XXL, I feel it. Balance is horrible and the bike corners horribly. For my most recent build(trail bike), I did the best I could at meeting other requirements and also finding balance and it’s mind blowing good when I finally felt it after riding my XL V10 with 460 chainstay and 490 reach.
New build is 445 chainstay with 488 reach which is the best I could do. It rides so well!
Anyways, balance is a thing and helps with all aspects of riding, from stability in rough to the cornering as well(yes, even the cornering when you ain’t a slasher or skidder)
Look at balance numbers between all the top guys. They all ride a size or bike that has pretty proper balance. Not that what they do is what we have to do, but it’s saying something..
@betsie - I think most geometric masturbations fail to understand biomechanics, the fact that we have joints and while small differences change a thing or two they don't change much in the big picture. At least far less than what geozealots think. There will be little difference in max deadlift of someone lifting a barbell from the floor (classic deadlift) or barbell on from 3cm support (pin deadlift) or by standing on 3cm taller surface (deficit deadlift)
However there are bikes with messed up geo like current Meta AM29 where large has 480+ reach and 430 stays.
@stormracing : I am not talking about Bruni's new bike, but the bike that has data available for it at WC level on the race track! Lets see who does what in 2022, its going to be a hell of a season with most riders fit and a real winter of training behind them.
I have tested lots, raced lots (even though I started late for racing at 32), talked sh!t about bike setup and what works and doesn't work for many years. We are all entitled to our opinions on what does and doesn't work, what works for us and what works for WC racers.
My view is always and will always be... never believe what you read online or from a sponsored rider (they are paid to tell you their sponsors are amazing), always test something and believe the results from testing for you, then the results on the race track.
Different strokes they say
Keep having fun out there kids!
I'm not saying we need to go insanely long with chainstays and give every bike equal rear center and front center measurements. I'm simply saying there's a value in a balanced bike, regardless of riding style. Thus, we need chainstay-specific sizes, and we need to increase rear center whenever we increase front center. That may mean we need to reign in these front center lengths if we aren't willing to have excessively long chainstays. I think the concept of bike balance was initially missed when the long-low-slack movement started, and companies are correcting their early mistakes.
The steep seat angle helps ME on steep fire road climbs (which is what I typically ride to access downhill oriented trails) means I can have a shorter chainstay, which for ME is more desirable, while keeping the front end planted on climbs.
Pretty cool eh, like it suits ME, but maybe not YOU or OTHERS, and that’s OK cause there’s a million other bikes out there to choose from….
No disrespect intended in any shape or form
As a consumer we have significantly more choice than the majority of pros who are looking for their next job all of the time.
Some pros bikes just don't work for them or other riders on their team and the season is about getting the most out of a bad design.
Data logging etc brings more.... Data to the pros, but it's subjective and the only real thing that counts is the time on the clock.
There are so many examples of top riders changing team or a new bike coming out and riders making up and down the field.
Balance on the pedals should change from off season to race season. The likes of Peaty would change his setup a fair amount from first run to race runs. Going firmer as the speeds increased which impacts the balance of the bike.
Tubeless, tube, insert, quantity of sealant all impact the balance of the bike as well as braking and acceleration forces. Not that I have tested many many things in my time racing, and I do ok for my age
This is a geometry trade off that you can't engineer around.
But I get a bit lost as to why a 125mm bike, the cheapest one specifically, weighs as much as my YT capra. Same price and wheelsize. Like, how did they manage to make a short travel bike that heavy with exo tyres? I agree with the idea that weight isn't that important, but that is one heavy little bike.
My previous bike was 150/135 and it was supposed to be perfect for my local trails.
However, on more demanding trails, Pike was kinda flexi, I blew a non piggy shock, tyres were too fragile, 180 rotors were overheating on long descents and in bike park I was using all the travel all the time even if I'm not much of the rider. That was tiring.
A year ago when I suddenly had to buy a new bike I could choose from one of this new breed of agro trail bikes or an enduro one. Geo numbers were pretty much similar, similar equipment, similar weight and the biggest difference was in 10-20 mm of travel.
I took an enduro. On long climbs I switch the lever anyway and on descents I still have all the travel in the world
I guess it depends on what you want from your ride, straight up ploughing through stuff or delicately dancing down a trail.
I have ridden mine on EWS trails in Finale Ligure, Bike Park Wales, mellow flow trails and everything in between. The one common thing is the smile on my face. (i am a very average rider BTW).
My favorite bike is still my 2013 Devinci Atlas with a stupidly short WB, short CS and 68 HA, its like a snappy 29" BMX trail bike.
I think one of these and a proper enduro bike would cover a lot of riders' needs really well.
My local trails are steep loamy goodness, but without any chunk or drops over 1m
So I want enduro geo with short travel.
If the seat angle was steeper then I’d consider this.
My 2015 Spesh Enduro 160mm weighs 12.4 kg including pedals!
* Not the bike's _actual_ limits, but the limits of the combination of rider, trail, and machine.
With respect to locking the shock, there's plenty of situations when climbing where you don't want the shock to be locked, you want that extra traction but not at the expense of excess chassis movement that a longer travel bike can feed back. If you're riding rolling trails, or trails with tons of quick short steep techy climbs & descents, having a bike that is generally more reactive and dynamic bike can appeal for a variety of reasons. And yet, you've still got geo numbers that hopefully won't hold you back on steeper / rougher / more technical descents, the sort that might start to make an XC or Downcountry (cough) bike feel a bit uncomfortable.
I've got a Forbidden Druid, and a few aggressive HT's that I'll sometimes use on the same trails. Great fun either way, but a different experience each time. I'm sure a 160ish bike (like Forbidden's own Dreadnought) would also deliver a different (& still fun) experience again, with different pro's and con's. Ultimately it's nice to have these choices and options.
Any advice?
But I did not put too much effort in weight saving. It is the Expert version, carbon without coat, aluminum rear triangle. Pike/Monarch, Carbon rims, Nobby Nic TL, carbon bar.
@TheSlayer99 : Well, it pedals up like nothing. And handles like a feather.
Currently on a V1 Sentinel, have a Spire on order..
Sentinel is going when the Spire arrives, and I’m looking to add a bike with geo just like this. Optic, and Element were the front runners. .
64Deg HA works great for me, and the trails I ride!
I'm more of a freerider and believe me it did take some hits. And I'm not a pro enduro racer. Look what they do with these machines...
And btw I spent 4000 € only. Bargains.
Ha ha Rocket Rons. I ran those for my one and only XC endurance race about 10 years ago. Got three puncture and lost about 1/2hr messing about lol
I don't mean that you are lying just wonder what is your secret
That's 30% price increase for less bike.
Not condoning the increases, I'm frustrated too. Especially for the drop in component spec, if it was 1:1 spec level I'd be less incensed. That's the world we live in today unfortunately.
First off, inflation affects everybody and not only consumers. Then the demand skyrocketed and stayed high for some time. On top of that you have all the supply chain issues transport and raw materials and energy etc getting more expensive all the while the Covid Situation changes every two weeks 180 degrees so you cannot plan your company long(ish) term. Sure they're making absurd profits, but if people keep buying more and more why blame the manufacturer?
Different Story when a brand whines out a fake press release, in the case of Canyon I do like their boring neutrality.
What do I Do? Keep riding my old bike and wait it out. The current Situation is not sustainanble long term.
Why blame the manufacturer for taking advantage of a broken market where people are losing their careers? Yeah why on earth would anyone see an issue with that. Come on.
The WEF and Klaus Schwab are very well aware of the global economic platform. The entire covid plandemic made billions for big business and destroyed small business while at the same time setting up a planned supply chain crisis (supply vs demand) and boom - there ya go - planned inflation backed by constant money supply - just making money appear from nowhere.
Anyone that thinks Canyon and all these bike companies are not making record profits are ignorant. Yet we all pay to play. I'm as guilty as anyone. We're all puppets in a big show.
Thats it. People buying means the price for the product is okay.
People losing careers and the World going to shit is not Canyons fault. Why should they be motivated to try and "fix" this.
I do agree with your last line though, Canyon is just doing what every other business is at the moment. Its not their fault nor their responsibility to fix the economy.
Are there 600 grams to an American Kilo?
This bike isn’t rated for aggressive use, if it only takes 1/4 pound of carbon to beef up the bike to handle “north shore” riding they should have kept it a wee bit more stout.
There will be many of these broken. Canyon won’t warrant them. I have foreseen it.
Maybe not dual crown compatible, but I don’t think that’s the intent
If you aren't charging through rock gardens at mach-chicken, the shorter travel bike is probably more fun for most riders. If you've got demanding terrain, then go for more travel.
It's my opinion that 64° and 4 piston brakes both make for a really fun bike, and it's cool to be able to have them without more travel that takes extra work to pump.
This seems like it would be a blast in the Creekside zone at Whistler for example. Blue flow trails, plus a sampling of some easier double black tech where the proper head angle is very helpful even at low speeds.
Spectral 250.
Torque 500.
Sender?
The only reason there are no many subcategories is because every time a new bike comes out Pinkbike needs to make up a new subcategory to classify it under. There's no such thing as downcountry so you don't need to worry about it.
Looks like a fun bike.
Why is not the recommended size tested? Does Pinkbike get the "wrong" size from Canyon, or was L requested?
In an ideal world, there'd be some sort of M/L size, but that's not the case here.
Canyon says M for 172-185cm and L for 180-194cm. If I got your height right, then @ridingloose is correct. The bike was too big for you.
What’s the trid like? I’m tossing up what DJ to get. I’ve been riding 24” BMX for the last year since my super old haro DJ bike was pinched. I’m ready for a 26” bike again. Trid looks nice but I’ve not enjoyed dealing with bicycles online in the past. I want a dmr rhythm, my LBS can’t get their hands on one for a while though.
Hilarious to see so many 'eco warriors' buy carbon over AL.
For a mellow jaunt to the coffee shop a lighter bike feels great. For riding no-fall or mandatory air lines, frame failure is literally not an option.
Sorry what?
Price you pay does not include 13% duty charge + provincial tax + $99 shipping fee + fee for UPS courier (that is a mystery until it shows up). Which to me, was a dealbreaker. And good luck getting any of that back if you have to return the bike. Not sure why Canyon hasn't figured out to include taxes etc into the cost of the order to simply purchasing like a number of other direct-to-consumer brands and online shops have done. Or have a local warehouse distributor (Commencal, YT, 4Frnt Skis, etc).
Any other Canadians confirm they had to pay all these things on delivery? Or is it like many other things where it depends if it was inspected by customs or not?
My last bike had a HTA of 71 degrees, and current one has 65. So I don't need anything slacker and it's never held me back.
Reach is technically from BB right..