Simplon last breathed new life into its race bike for the 2021 season. This makes the Cirex the oldest model in this comparison. Our test bike is based on the frame platform of the "normal" Cirex - a classic race bike with only 100 millimetres of travel at the rear. Thanks to a little more travel, however, the Vorarlberg company squeezes an impressive 122 millimetres out of the shock on the 120 mm model. A DT Swiss fork with a 124 millimetre crumple zone works under the head tube to match. The obligatory dropper seatpost is also on board - just as it should be for a down-country bike. Similar to the Arc8, the rear triangle manages without Horst link bearings thanks to the flexing seat stays. This saves weight and increases stability. Our test bench confirms this and certifies that the Cirex has the best frame stiffness.
The Simplon Cirex is the heaviest bike in the test
However, at 1880 grams in size L, the Simplon chassis marks the lower end of the scale. The 1593 gram fork and the second heaviest wheelset also mean that the bike weighs 1120 grams more than the Arc8. The XT drivetrain from Shimano sorts the gears reliably, but also weighs a little more than the XTR and XX1 drivetrains of the competition.
Classic race bike geometry
A look at the geometry data illustrates the development approach of the Cirex 120. Arc8 the developers are trying to adapt their race bike to the requirements of modern cross-country courses purely through the specifications. However, the basic structure is based on a classic race bike. Despite the longer fork, the head angle is only a steep 67.5 degrees - hardly slacker than the short-travel competition from Canyon. The seat angle of the bike is also restrained: 75.5 degrees. At 470 millimetres in size L, the reach is in the modern average range.
Super comfortable downhill
Downhill, however, the Cirex 120 is very good at disguising its classic pedigree. The potent suspension does a great job, takes the fear out of rock gardens and offers maximum comfort overall. The creamy response behaviour of the DT Swiss suspension elements is impressive. Only on harder impacts would you like a little more counter-pressure at the rear. The generous adjustment range of the dropper post (160 millimetres) and the high front end also give the Simplon an advantage on steep descents and technical trails.
In the race, however, world champion Paul would prefer the shorter support of the Arc8. "That saves time when adjusting. What's more, you can still pedal reasonably smoothly when lowered and rest on the saddle without having to bend your knees too far."
The Shimano braking system also receives a lot of praise: the combination of solid XT stoppers with trail levers and 180 mm discs produces by far the best braking performance.
Up to this point, the Simplon is neck-and-neck with the Arc8 on the downhill. However, as the speed increases, the Cirex loses its composure earlier due to the restrained geometry and demands maximum concentration and willingness to take action from the rider. As a result, the descent can be used less effectively as a recovery break. Unfortunately, the otherwise sensitive rear suspension loses its first-class responsiveness and lacks traction under the influence of the drive uphill. At the same time, the rear also bobs the most in this comparison. However, if you activate the suspension platform, things quickly calm down. Too bad: In the hardest position of the three-stage remote lever, the damper still gives way slightly. The comparatively high weight also restricts propulsion.
Uphill, the Cirex demands more effort
On the long haul, however, this criticism is quickly forgotten. "Sit on it and feel good," is how Thomas describes the sporty, well-balanced seating position. Not as upright as the Arc8 Evolve and not as stretched as the Canyon Lux. Paul's riding position also leaves a harmonious impression. On the climbs, however, the rear suspension is
too low in its travel and sags on the terrain. In combination with the high front end and the short chainstays, you often have to fight against the rising front wheel. More effort is therefore required on steep ramps and technical sections.
Conclusion on the Simplon Cirex 120 XT test:
The Simplon rides as agile as a classic race bike and yet remains competitive on the descents with its downhill upgrade. However, due to its comparatively high weight, the Cirex fails to achieve the balancing act between Canyon's classic concept and Arc8's extreme approach. On technical cross-country courses, the bike would be our testers' second choice. - Max Fuchs, BIKE test editor
Technical data and notes Simplon Cirex 120 XT
Manufacturer information
- Price: 7929 Euro
- Available from specialised dealers
- Frame material: Carbon
- Frame size: S, M,L, XL(tested in size L, 46 cm)
Measured values
- Weight without pedals: 11.01 kg
- Frame weight: 1880 g
- Weight of wheels: 3790 g
- Acceleration wheels: 2784 kg x cm²
- Handlebar width: 760 mm
- Frame rigidity (absolute): 50 N/mm
Equipment
- Wheels: DT Swiss XRC 1200 Spline 29
- Tyres: Schwalbe Racing Ray / Ralph Evo Addix Speed Super Race TLE 29 x 2.25;
- Fork: DT-Swiss F 232 One Remote
- Shock: DT-Swiss R 232 One
- Front/rear suspension travel: 124/122 mm
- Brakes: Shimano XT BR-M 8100 / 180/180
- Gear system: Shimano XT 1 x 12
- Gear ratio / bandwidth: 32; 10-51 / 510 %
- Telescopic post / stroke / Ø: Bike Yoke Revive / 160 mm / 31.6 mm
Valuation
- Driving behaviour uphill: 25.5 from 30
- Chassis efficiency: 20 out of 25
- Rolling resistance: 12.75 out of 15
- Weight: 17.5 from 25
- Inertia impellers: 12 of 15
- Bottle cage: 10 out of 10
- Driving behaviour downhill: 25.5 from 30
- Front suspension: 10 out of 10
- Rear suspension: 13.5 out of 15
- Saddle retractability: 10 out of 10
- Brakes: 9 out of 10
- Tyre grip: 10.5 out of 15
- Driving stability: 6 out of 10
TOTAL UPHILL: 97.75 OUT OF 120
TOTAL DOWNHILL: 84.5 OUT OF 100
- Other: 23.5 out of 30
- Ease of maintenance: weak
BIKE test rating*: super - 205.8 out of 250 points
¹Price may be subject to additional costs for packaging, dispatch and coordination.
²The BIKE judgement reflects the laboratory measurements and the subjective impression of the test riders. The BIKE judgement is independent of price.BIKE judgements: super (250-205 P.), very good (204.75-170 P.), good (169.75-140 P.), satisfactory (139.75-100 P.), with weaknesses, unsatisfactory.
Top 10: The lightest MTBs 2023 & 2024 - frame weights in comparison
Cross-country bikes are the supreme discipline for MTB engineers. A huge amount of development work is required to continually raise the supposedly optimised models to a new level.
In order to achieve maximum range of use and minimum weight with full race track suitability, special carbon fibre, innovative frame construction and cleverly composed equipment are used to combat every superfluous gram.
The basis for a super light mountain bike is a super light frame. Filigree damper linkages and the elimination of everything that is not really necessary will enable frame weights of well under 2000 grams in 2024. Including the shock, mind you. And with very good stiffness.
These are currently probably the lightest and most expensive mountain bikes we have tested - the top stars will be competing with them in the 2024 Olympic year. The bare figures.
Overview: The 10 lightest MTB frames 2023/2024 - weighed & tested by BIKE
- Arc8 Evolve FS (size L): 1536 g
- Trek Supercaliber (size L): 1672 g
- Canyon Lux CFR (size L): 1675 g
- Specialised S-Works Epic 8 FACT 12M (size L): 1682 g
- Cannondale Scalpel Series 0 (size M): 1775 g (on test: Series 1, size L, 2052 g )
- Scott Spark RC World Cup (size L): 1780 g (in the test: Scott Spark RC Pro for 6799 euros)
- Pivot Mach 4 SL (size M): 1845 g
- Specialised Epic EVO 8 FACT 11M (size L): 1872 g
- Simplon Cirex 120 (size L): 1880 g
- MMR Kenta SXC (size L): 2125 g
Close behind:
Without integration, as without BIKE test & without BIKE measurement
Max Fuchs
Editor
