![]() Weighing 77kg kitted up, I initially set the Fox 36 forks to 85psi, but had to install two extra tokens after persistently bottoming out, taking the total count to three, and increased air pressure to 93psi. However, size large bikes are slowly getting bigger, and the Bronson’s reach figure is on the shorter side when compared to some other brands, such as Pole’s Stamina 160 Remastered and Marin’s Alpine Trail. 2022 Santa Cruz Bronson CC X01 AXS RSV setupįor my 178cm height, I opted for the size large Bronson, with its 472mm reach figure and 627mm top tube – close to perfect for my size and preferences. Conditions ranged from deep summertime dust to early autumn slop. That meant I got to ride the Bronson on a host of trails, ranging from incredibly steep on-the-brakes enduro runs and flat-out DH tracks to pedal-focused graded trail centres, to see just how much of a generalist the bike is. I tested the Bronson on my home trails in Scotland’s Tweed Valley, home to the UK’s round of the Enduro World Series and award-winning Glentress trail centre. The Bronson has been one of the few bikes I chose to ride in my free time for an after-work blast. 2022 Santa Cruz Bronson CC MX X01 AXS RSV specifications There’s a 76.5-degree effective seat tube angle, which looks good on paper.īecause of the Bronson’s intended diversity, it’s clear to see how Santa Cruz has ended up with geometry figures that aren’t too extreme in one direction or another. In the low setting – where the bike stayed for most of the test period – the size large I tested has a reasonable 472mm reach, a fairly slack 64.5-degree head tube angle and a relatively long 1,249mm wheelbase and quite short 439mm chainstays. However, this iteration of the bike does get some significant updates that see its reach, chainstay and wheelbase figures grow, while head tube angles slacken and seat tube angles steepen. The Bronson’s middle-of-the-road 150mm travel is mirrored in its geometry. On the trail, this should mean the suspension is more supple and easier to move at the start of its stroke while it ramps up more towards the end of its travel, providing bottom-out resistance. These changes are also linked to the increase in shock size on the newest bike. Using the graphs supplied by Santa Cruz, I calculated the 2022 Bronson to be 26.66 per cent progressive, while the older bike was 20.79 per cent. It also has a slightly lower leverage rate than the outgoing bike but is more progressive overall. To achieve this, the VPP pivot’s instant centre (the location of the virtual pivot as the bike cycles through its travel) is lower than the old model through its travel. The 150mm travel VPP suspension has been tuned to provide lower amounts of anti-squat and less pedal feedback than the outgoing model. Santa Cruz is a premium brand with a premium price tag. This should help increase the lifespan of the mount and potentially reduce any bushing-induced friction. The metric-sized rear shock (230×60mm) is mounted to the front triangle using 30×8mm hardware and a standard bushing, and while the linkage mount end uses the same width hardware, it’s installed with a bearing instead of a bushing because the mount rotates as the shock compresses. The frame and bearings are offered with a lifetime guarantee. This model’s frame is built using Santa Cruz’s most expensive CC carbon fibre, which the brand claims is lighter but retains the same strength as the C level material. The rear axle is a Boost 148×12 but it only has space for 2.6in rear tyres, foregoing the previous model’s ability to run true plus-size 27.5in rubber. It has a threaded BSA 73mm bottom bracket, a 31.6mm seatpost and ISCG05 chain guide tabs. There’s a water bottle mount on the top side of the down tube, with plenty of space for a full-size 750ml bottle on my size large test bike. The in-built chain slap protection is a premium feature but doesn’t silence the bike as much as I had hoped. ![]()
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