Nobody else does it like this: in order to assess complete bikes objectively, we at BIKE go to unprecedented lengths. Meaningful practical tests and verifiable laboratory data result in a comprehensive, independent judgement. How BIKE tests: A look behind the scenes of the most elaborate magazine test in the world.
The BIKE test lab
Eight hours per bike and around 150 bikes a year: the BIKE test lab is always busy. Every mountain bike that is tested by BIKE undergoes a comprehensive complete programme - and is disassembled down to its individual parts.
The other cycling titles published by our publishing house also draw on the valuable data from our test centre, which is run jointly with the testing institute Zedler developed test benches. Around 600 bikes a year are channelled through the complex procedure of our test laboratory. An unrivalled treasure trove of data, gathered over thousands of working hours.
Why we spare no effort for tests
But why this enormous effort? Isn't it enough to check the validity of the manufacturer's specifications with plenty of driving experience? No, that's not enough. Unverified values and subjective driving impressions only provide superficial findings. The daily form of the test rider, poor test conditions or personal preferences could all too easily tip the scales.
For a comprehensive assessment, we therefore compare the impressions gained by the test team in practice with the objective and reproducible results of the test laboratory. This makes our test judgements comprehensible and transparent for the readers, but also for the manufacturers.
Brake performance: We test every brake to the limit on our in-house drum test rig and can provide precise information about braking force and stability.
Deviations from the manufacturer's data are uncovered, as are serious design defects. In addition to the complete bikes, we also scrutinise the individual components. This allows us to test wheels, suspension forks and even brakes on our in-house test benches.
In 8 steps through the BIKE test lab
1. stocktaking:
Once the bike has been delivered in the box or handed over in person, the first step is to record the data. Frame number, equipment and accessories, even the rubber compound of the tyres and the shock setup - all data and details of the bike are recorded. If a manufacturer has tuned their bike contrary to the standard set-up - for example with tubeless tyres - the bike is restored to its standard condition by us before the measurements begin.
2. grasping the geometry:
The next step leads to the geometry test bench. All angles, dimensions and pivot points of a fullys are precisely recorded with a laser pointer. It is not uncommon for there to be significant deviations from the manufacturer's specifications, for example up to two degrees in the steering angle. The influence of a geometry adjustment using a flipchip or similar system is also recorded.
3. determine the total weight:
Before the bike is then completely dismantled, we determine the total weight.
4. disassemble completely:
In order to determine the frame, shock, fork and wheel weight, each bike is dismantled down to the last screw. Due to the internally routed cables and brake lines, the workload for our lab crew has increased considerably, as in the end all the individual parts have to be put back together ready to ride - with perfectly adjusted gears and bled brakes.
5. stiffness, spring characteristic and wheel lift curve:
On the next test stand, the central frame stiffness as well as the suspension travel and characteristics of the fork and rear triangle are recorded. For this purpose, the frame is fixed using a fork dummy. The frame can be tilted via the rear tyre contact point, just like in reality.
Central frame stiffness, spring characteristics of fork and rear suspension plus wheel lift curve: Our latest test stand from the Zedler test institute measures all three criteria simultaneously. This makes everyday testing in the BIKE lab much easier.
At the bottom bracket, the frame is deflected on both sides with a defined force. The bearing play at the rear of a full-suspension bike is also included in the measurement. The characteristic curves of the suspension elements are then determined using a pneumatic cylinder and the wheel lift curve of the rear triangle is recorded at the same time.
6. measure the inertia of the wheels:
Originally developed for golf clubs, but also perfect for determining the inertia of wheels: With our precision measuring instrument, we can determine exactly how well a wheelset can be accelerated. It is not only the weight that plays a major role here, but above all the distribution of the mass.
7. seating comfort on hardtails:
As mountain bike hardtails have no rear suspension as such, we measure the comfort and flex of the entire frame with the original seatpost. Sophisticated fibre placement in carbon frames and comfort seatposts are clearly noticeable here.
8. check the paint quality:
In the final step, we determine the paint quality of each frame. An impact and scuff test clarifies how resistant the paint is to stone chips and scuff marks, for example from shoes on the chainstay.
Workshop check: ease of maintenance
Accompanying our RIDE-GREEN campaign Since BIKE issue 6/2021, we have also been reviewing the Ease of maintenance of the mountain bikes tested. The focus here is on the frame.
A traffic light in the test letter provides information on how easily the most common maintenance tasks can be carried out. Green means good ease of maintenance, orange means medium and red means poor.
These points are assessed for ease of maintenance:
1st train relocation:
Are the cables and lines (gears, brakes, dropper post) routed internally or externally? Does a rear brake have to be separated from the brake lever for routing? Is there an internal guide for the cables inside the frame or a service flap to facilitate internal cable routing?
2. bottom bracket:
Are the bearing shells pressed in or can they simply be screwed in, which makes installation and removal easier.
3. tax rate:
Can the bearings used be replaced by hand without tools or are special tools required?
4. frame protectors:
How well is the frame protected from damage caused by chain and stone chips? Are there only thin protective stickers or does the manufacturer use precisely fitting moulded parts that provide additional damping? The frame material used also plays a role in this point.
5. derailleur hanger:
Is it a universal derailleur hanger (Sram Universal Derailleur Hanger) that you can get in any bike shop or is a special one used? Is there a predetermined breaking point for the fixing bolt (Syntace X-12) to prevent damage to the derailleur/derailleur hanger?
Even if a bike performs well on our test benches and scores points for ease of maintenance, the test judgement is still a long way off. The road ahead is literally rocky - or at least muddy - and involves extensive test rides with our experienced test riders.
The BIKE practical test
Despite the immense effort in the laboratory, the BIKE evaluation system is ultimately decided by riding experience. What good is the stiffest frame and the best paint job if the bike reveals weaknesses off-road? Only if a bike performs exceptionally well both on our test benches and on the test track does it ultimately deserve a test rating of Very Good, Super or possibly even a test victory.
The road there is literally rocky - or at least muddy. On the way to the test judgement, each bike has to convince the experienced test riders. In order to eliminate personal preferences, each bike is ridden over the course by at least three different testers. In addition to our technical editors, there is a fixed pool of experienced test riders. Excellent riding technique, plenty of experience and an extremely sensitive feel for the material are essential requirements for being part of the BIKE test team.
We also frequently ask professionals to support us with their expertise. Top riders such as the German Enduro champion Christian Textor or marathon legend Karl Platt join our test team to push the bikes to their limits. We occasionally even test particularly controversial new products or trends with our BIKE readers. This is also a reality check: some developments may convince riders with excellent riding technique. But do they perhaps fail to meet the needs of a normal biker?
Testing where it makes sense
When the test team sets off from the car park in front of the BIKE editorial office with fully packed buses, some colleagues call after them with a grinning "Have fun on holiday". But who likes packing, cleaning and wrenching dozens of bikes on holiday? The choice of test area is also not based on the wellness factor or a holiday check recommendation. The test area simply has to suit the type of bike in question.
Sometimes the Alpine foothills are enough, sometimes the journey takes us to the Reschen Pass, sometimes the crew has to thunder to Finale Ligure for three days. If the opportunity arises, we even put the corresponding test fields to the test in racing conditions. In 2018, we started with race fullys for an absolute endurance test at the Cross-Country World Cup in Nové Město. We put enduro bikes through their paces at the legendary Megavalanche in Alpe d'Huez.
Comparability and analysis of the test bikes
Before each test, we inflate all tyres to a uniform pressure of 1.5 to 2.0 bar, depending on the terrain. Then each test rider grabs a bike and adjusts the suspension to their weight. If you work meticulously here, you can easily spend a quarter of an hour tinkering. All air pressures are noted down and compared with any manufacturer specifications. Only after the meticulous setup is it time to hit the trails.
The test round usually starts with a climbing session. Does the suspension bob? Are the wheels easy to accelerate? Is the riding position right for efficient pedalling? Each tester answers a whole catalogue of questions for themselves before they hit the trail. Downhill, other criteria are taken into account: Do the tyres have grip? Does the suspension work harmoniously? Or: Is the geometry more composed or playful? After one lap, the bikes are changed. Only a direct comparison of the models reveals the decisive differences.
Immediately after each test lap, the testers note down their fresh impressions. Once each rider has ridden each bike, the assessment begins. Impressions are discussed, riding situations are discussed and every riding behaviour is analysed in detail. The data from the test lab often helps to confirm and interpret the riding impressions. If discrepancies between the testers cannot be resolved, the test track is used again until the result is clear.
From collected knowledge to BIKE judgement
The final step is the responsibility of the test editor in charge: in the Munich editorial office, the findings from the test sheets are combined with the laboratory data to produce a complete score. It takes days for all the criteria for each bike to be analysed. Only then does the BIKE editor translate the collected knowledge into an article.
In order to do justice to each bike category, we test on different trails. For example, we rode the enduro bikes from BIKE 12/2018 on the trails at Lake Reschen.
Our efforts are having an effect, even beyond objective purchasing advice: BIKE judgements are highly valued in the industry. Our test procedures have triggered many developments and improvements. For example, suspension systems have become more and more efficient - and many add-on parts such as handlebars or cranks have become demonstrably safer.
Rating: The BIKE points table explained
Which bike would you recommend to your best mate? The BIKE scoring system answers this very question. However, the basis is not just a gut feeling or a rough idea, but a points system that has matured and been refined over the years, in which practical and laboratory data merge into a single unit.
Up to 250 points are theoretically possible. In practice, however, none of the test bikes achieve this feat, as the demands are not only high, but also partly contradictory. Bikes that have been trimmed for extreme acceleration usually lose valuable points on the downhill and vice versa. For this reason, it is not only the total number of points that leads to the final judgement, but also the composition of the points.
Uphill, downhill and other
For maximum transparency, our scoring is divided into three parts: Uphill performance, Downhill performance and Other. This subdivision reveals the character of a test bike at first glance. For example, if you are looking for a trail bike and attach great importance to downhill performance, you can quickly and easily pick out the bike with the best downhill performance regardless of the overall rating.
In the "Other" category, we rate the equipment, build quality, paintwork, warranty and usability. By this we mean detailed solutions and parts that increase user-friendliness. Details such as a standard tubeless setup or an integrated mini-tool score points here.
Each mountain bike category has its own focus
There are separate points tables for fullys and hardtails, which differ in some areas. Even within the full-suspension categories (marathon - enduro), the terminology is the same, but the mathematical weighting of the individual points is different. For example, the uphill score for marathon fullys carries significantly more weight than for enduro bikes.
In the end, it is a multitude of comprehensible points that decide how a test bike performs at BIKE - and not the colour, the preference of an individual tester or the advertising budget of a manufacturer.
