7 high-end enduro bikes in the test: The right devices with the licence to shoot

Would you like a little more? When putting together this test field, we thought to ourselves that what applies to the sausage counter can't be bad for a high-end enduro bike either. After all, Enduro bikers often rumble over heavily rocky fields or flirt with wild freeride missions. Two bikes in this comparison (Lapierre Spicy and Propain Spindrift) should be well equipped for such missions with a whopping 180 millimetres of travel. At the other end of the spectrum are the Norco Sight and the Transition Sentinel with 160 millimetres at the front and 150 millimetres at the rear. In between, the brand new Forestal Siryon, the Merida One-Sixty and the Scott Ransom sit in the golden mean. The prices of our high-end bikes range between 6999 and 9999 euros.

We have tested these bikes

• Forestal Siryon Diode 16.17 kg / 170/170 mm / 29" / 8899 Euro
• Lapierre Spicy 8.9 16.16 kg / 180/180 mm / 29/27.5" / 6999 Euro
• Merida One-Sixty 8000 15.61 kg / 170/170 mm / 29/27.5" / 7899 Euro
• Norco Sight C1 15.68 kg / 160/150 mm / 29" / 8499 Euro
• Propain Spindrift 5 CF 16.25 kg / 180/180 mm / 29" / 7029 Euro
• Scott Ransom 900 RC 15.46 kg / 170/170 mm / 29" / 9999 Euro
• Transition Sentinel Carbon 14.91 kg / 160/150 mm / 29" / 8990 Euro

More is more

On paper, the 10 to 20 millimetres more travel may seem marginal, but the effect is still clearly noticeable. "The Propain simply ploughs through the rock gardens with the most confidence and allows the most speed," summarises Christian Textor after various test runs. The multiple German Enduro champion supported us during the practical test in Finale Ligure and guided our test candidates to the limits with an experienced hand. As soon as things get steep and rough, every extra millimetre is a real gain and brings calm to the chassis. Only on flat and tamer sections does the downside of the long stroke become apparent.

While a slight push on the Norco and especially the Transition is enough to maintain speed before the next bend, the Propain and Lapierre dissipate a lot of their energy in the suspension and fat tyres. Here, things are inevitably a little more indirect and sluggish. Active jumping also requires more effort from the rider. However, just 15 to 20 PSI more in the shock almost compensates for this disadvantage and noticeably increases the counter-pressure. In terms of weight, the two long-travel models don't go over the top either and fit unobtrusively into the test field.

Too hard to be fast

While the differences in weight and steering angles are limited at around 1.3 kilos and 1.1 degrees respectively, there are still serious differences to be discovered within the test field. In particular, the ride feel in bends and rough sections differs significantly from model to model. While bikes such as the Forestal or the Norco generate a striking amount of grip, especially when leaned over, and can be manoeuvred almost effortlessly over the trail, others are stingy with comfort, bouncing and making it difficult to hold the line.

Our stiffness test in the BIKE lab, in which we can measure the main frame and rear triangle separately, confirms the ride feel and quantifies the testers' impressions. The rear end of the Scott Ransom is 78 per cent stiffer than the rear end of the "softest" candidate. Even on the main frame, the differences are over 40 per cent. "Although the Scott rides very directly and precisely, it is also far too strenuous in the long run and penalises every line choice, no matter how slightly unclean", Texi reports. Our measurements show that there is still significant potential for development in the area of frame stiffness in order to optimise the riding experience. And they make it clear: what applies at the sausage counter cannot necessarily be transferred to a high-end enduro bike.

BIKE measured values

For comprehensible test judgements, we compare the practical impressions of all candidates with the objective and reproducible results from our test laboratory.

Inertia of the impellers

The inertia of the wheels is directly reflected in the acceleration and handling of a bike. In the laboratory measurement, the front and rear wheels including brake discs, cassette and tyres are measured. The tyre that is furthest away from the pivot point (hub) has the lion's share of the inertia. Bikes with mullet tyres, i.e. a small 27.5-inch rear wheel, such as Merida and Lapierre, benefit in terms of acceleration and get going more easily. With solid tyres and heavy wheels, the Forestal ends up in last place. This means that it reacts sluggishly during sprints, but is also very good-natured and less nervous on downhills.

How rigid does a frame need to be?

In addition to the geometry and function of the suspension, frame stiffness has a decisive influence on the handling of a mountain bike and is therefore the most important measurement at BIKE. Where it used to be the case that the stiffer the bike, the better, the situation has changed dramatically. Since a mountain bike is ridden on rough terrain, it is all about the interplay between precision on the one hand and the desired comfort on the other. Our laboratory measurement not only shows how stiff a frame is, but also the distribution of whether it comes from the front or rear. While weights and geometries are quite close to each other, this measurement reveals extreme differences within the test group. 43 per cent at the front triangle and 78 per cent at the rear underpin the sometimes significant differences in the practical test. Due to the high stiffness at the rear, the Scott is too hard and tiring to ride.

During our practical test in Finale Ligure, we were supported by multiple German enduro champion Christian "Texi" Textor. In addition to extensive shuttle runs to sound out the downhill performance, technical uphills were also on the programme. All test bikes were ridden and assessed by a total of four riders.

Conclusion Peter Nilges, BIKE Test Manager

Newcomer Forestal takes the test victory ahead of the Propain Spindrift with its long travel. The two short-travel bikes from Norco and Transition remain in the good midfield and, together with the Scott, offer the best uphill behaviour, which pleasantly increases the range of use.

How BIKE tests

The BIKE test is a symbiosis of extensive practical tests and meaningful laboratory measurements. Only the combination of both sources allows for a comparable and objective assessment. Depending on the category, BIKE likes to rely on celebrity support in the practical test. At BIKE, we go to unprecedented lengths to objectively assess mountain bikes. These criteria are decisive for the evaluation:

Driving behaviour

The most important point in the evaluation system accounts for 65 per cent of the final score for fullys. We differentiate between how well a bike can be ridden uphill and downhill and how the suspension works accordingly. Uphill, we assess the geometry: Is the comfort right? Is the power transfer right and can you survive long days in the saddle? On technical climbs, there are penalty points for a front wheel that climbs early and a lack of control in key sections. Secondly, we judge the efficiency of the suspension. There are deductions for strong bobbing when pedalling. Features such as an effective platform, a lockout or a handlebar remote are rewarded by our points system.

Also important: Does the rear suspension generate good traction even under chain pull without bottoming out? The playfulness rating is dedicated to riding fun. Handy bikes with lively handling score points here. Models with high (wheel) weight, sluggish chassis and bulky geometries are at a disadvantage here. In the downhill classification, we differentiate between riding characteristics, geometry and suspension qualities. In the first category, we place particular emphasis on the riding position: are you well integrated in the bike, can it be controlled intuitively and how much confidence does the geometry convey on steep terrain or at high speeds? In terms of the suspension, the absorption capacity and response behaviour of the suspension elements are important: Do the front and rear harmonise, do the fork and shock absorb fast impacts and does the rear end generate good traction even under braking?

Laboratory values

The total weight and wheel inertia account for a total of 10 per cent of the overall score. In order to avoid having to rely on the manufacturer's values for the geometry and an individual's gut feeling when it comes to stiffness, our lab crew determines frame stiffness (page 47) and exact geometry data.

Equipment

There are a total of five assessment criteria behind the 25 per cent. In addition to the quality of the components and add-on parts, we evaluate things that create added value for the rider. This could be an integrated tool or a steering stop limiter, for example. We also honour the size of the water bottle that can be transported on the frame, the retractability of the saddle and finally the quality and workmanship of the frame.

Service friendliness

A traffic light in the points table provides information on how easy it is to carry out service and maintenance work on the bike. Green stands for good service friendliness, orange for medium, and red warns of stress when tightening screws. We rate the cable routing, how easy it is to replace the bottom bracket and headset, whether the frame is sufficiently protected in problem areas (chainstay, down tube, etc.) and whether a universal derailleur hanger has been specified.

The new spider

We show the strengths and weaknesses, and therefore the character, of a bike at a glance with the new spider diagram. Basically, the larger the coloured area, the better the bike. But the rating in the individual criteria is also visible here. We adjust the weighting depending on the bike category. In this way, we do justice to the different requirements of freeride or trail bikes, for example. The propulsion is made up of the total weight and the wheel acceleration.