My legs are still aching from the sprint. Dust blocks my view of the front tyre and the guy next to me punches me in the ribs with his elbow. What madness!
I'm in the middle of the mass start when I realise that I've been lying to my mother. Yes, this is dangerous, and no, I can't promise that I'll ever reach the finish line in Allemont in one piece. We spent five days preparing on the course of the legendary downhill marathon in the French Alps. But I didn't expect the start of the final run to turn out so badly. A jumble of 400 bikers. The race route covers almost 2600 metres in altitude over just under 30 kilometres. The track leads over snow, scree and single trails and is the toughest thing you can put an enduro bike through. Perfect for checking not only our own performance, but also that of our extravagant travelling companions. Because the seven enduro bikes that we pushed into our VW bus on our departure from Munich are supposed to be the best that the market currently has to offer. Let's see if the test bikes can cope with the Megavalanche challenge!
The first challenge for this test began with the preparation. The market is overcrowded with well-equipped carbon enduro bikes. It is impossible to test all the bikes. A quick look at the ranking of the Enduro World Series (the World Cup for enduro racers) shows which companies take this segment particularly seriously. Only bikes that are listed in the top ten in the EWS qualified for our endurance test at the Megavalanche. We have not set a price limit. Although very few people can afford bikes for 10,000 euros, when comparing the top models, many of the findings can be broken down to the lower price categories. In addition, you can still dream. With Cube, Lapierre and Devinci, the leading companies in the EWS were unfortunately unable to deliver. The Cube Stereo is so brand new that we were only able to get a picture and the most important information for our Eurobike special (page 4) from the Bavarians, but no test bike. The Lapierre Spicy by Adrien Daily was simply sold out, and the Canadians from Devinci currently have no German distributor who could have made the Spartan by Damien Oton available to us. Otherwise, we can confidently say that our test field is made up of the fastest enduro bikes in the world.
We tested these super enduro bikes:
- Cannondale Jekyll CRB 1 (BIKE TIP: Test winner)
- Canyon Strive CF 9.0 Race Team
- Nukeproof Mega 275 Team
- Rocky Mountain Altitude C90
- Santa Cruz High Tower LT CC
- Specialised Enduro S-Works
- Yeti SB-6 T-Series
Even the test rides before the race sapped the strength of the test crew. After all, hardly any race track is tougher than the original - the Megavalanche track in Alpe d'Huez. Anyone who doubts this can see for themselves on YouTube. Berms carved in stone, kilometres of scree and the extremely twisty singletrack in the lower part of the circuit are a tough test for more than just the riders. If a bike works here under racing conditions, it will work on any other trail in the world. So that we don't have to hear that we moved the bikes of Jared Graves, Richie Rude and co. far too slowly over the race track, we naturally endeavoured to find adequate test personnel. Leonhard Putzenlechner is not only a mechanical engineer, but also a German Enduro champion. His excellent riding technique and attention to detail when it comes to suspension set-up make him the perfect judge in the search for the best enduro bike in the world. Over the course of the week, several thousand metres of descending per day tired our forearms so much that we could barely open a can of beer in the evening. However, excessive alcohol consumption would only have impaired our ability to absorb the next day's test rides anyway. So at least we were able to observe how the wear and tear of the bikes behaves in continuous use. The conditions for our test are therefore ideal. Now it's up to the bikes.
If you take a look at the equipment, you'll be a little bored at first. All test bikes are almost uniformly equipped with Sram's 1x12 Eagle drivetrains and Sram Guide brakes. It's about time that Shimano presented a competitive groupset in the high-end segment with a generous range and only one chainring. The electronic Di2 versions from the Japanese company are certainly not found in the enduro segment. As far as the brakes are concerned, there's not a bad word to be said about the Guide's ergonomics and ease of maintenance. None of the brakes had a problem with wandering pressure points or air in the line during our test. Kudos to the engineers. But! Despite the four-piston brake calliper, the delicately crafted part lacks a little braking power. Especially if you only use 180 mm brake discs (like Nukeproof, Rocky Mountain, Yeti or Santa Cruz). For the extreme ride from the 3330 metre high Pic Blanc, we would have preferred more powerful brakes, such as Magura's MT7 stoppers (fitted to the Specialized). Canyon and Cannondale give the Guide a 200 mm brake disc, at least on the front wheel, which is appropriate for the range of use. The manufacturers (with the exception of Specialized) also rely on the top dogs from Rockshox or Fox for the suspension. Not that there's anything wrong with the performance of the American shocks and forks: But what about other manufacturers such as BOS, Formula or DVO? At least in our fork tests, these products are on a comparable level and could provide more variety on the market. And by the way: Fixed thru-axles without quick-release levers (installed on Specialised, Rocky Mountain and Nukeproof) are an absolute no-go for anyone who occasionally loads their bike into a car. The equipment on the top models is almost identical. However, there are differences between the test bikes.
The cloud of dust from the start is behind me. I'm pushing up one of the numerous climbs. What I wouldn't give to be on the Cannondale or Canyon right now. However, a round of Schnick-Schnack-Schnuck among the test riders has given me the Nukeproof, which is rather unsuitable for the climb. Canyon and Cannondale use clever geometry and travel adjustment systems to make it easier to master not only the descents but also the climbs. Canyon's Shapeshifter and Cannondale's Gemini system transform the bikes' potent rear triangles (almost 170 millimetres of travel each) into firm, climbing-ready suspensions at the touch of a button on the handlebars. I'd probably already be over the crest if I only had that damn lever on the handlebars. On the other hand, the other test bikes also climb adequately with steep seat angles of around 75 degrees and drive-neutral suspension. So well, in fact, that we dared to tackle the Tour de France switchbacks up to Alpe d'Huez before the races. Although all bikes have the option of locking out the suspension with a handle on the shock or fork, we were well behind Marco Pantani's best time of 38 minutes. No wonder. Firstly, we now know what the Italian racer was up against in 1997. And secondly, the ready-to-ride bikes still weigh an average of 13.6 kilos - despite the horrendous prices. It took us 1:25 hours to ride the 21 kilometres up to Alpe d'Huez. If you want to chase Strava KOMs uphill, you should look for trail bikes or marathon fullys.
Back to the race: The guy who kicked my ribs at the start earlier doesn't seem to have a Shapeshifter or Gemini system on his bike either. Shortly before entering the singletrail, I pass him. As revenge, so to speak.
Ultimately, the climb is nothing more than the compulsory programme for our test bikes. Because the focus for enduro bikes, like over 80 per cent of the Megavalanche race course, is on the downhill. And yes, now you can finally notice the differences between the test bikes. It's not so much a question of good or bad characteristics. It's more about the different characters of our test candidates. Really bad bikes were not to be expected at prices over 5000 euros. While Rocky Mountain and Santa Cruz with their comfortable suspension and agile geometries are more suitable for leisure riders, the Yeti and Nukeproof bikes are aimed specifically at thoroughbred racers. The slack head angles and long chainstays of the latter two test candidates demand firm control on singletrack. Only those who throw their body boldly into the bends can provoke a change of direction. This may put off less technically experienced riders. However, our professional tester Leo Putzenlechner rode the Yeti to the front of the strong starting field.
"The faster you ride with the smooth-running characters, the more comfortable you feel with them," summarises the German champion. Apparently the bike gave him so much confidence on the descent that he left 98 per cent of the starting field behind him. He finished in 26th place - respect for both bike and rider. Even if the professional rider favours the Yeti, the hard-fought test victory was won by another candidate. Cannondale, with team rider Jérôme Clementz, was not only part of the enduro boom from the very beginning, but also put a top-class bike on the wheels with the Jekyll, which was launched in 2017. The combination of consistently modern geometry and potent suspension with almost 170 millimetres of travel masters the Megavalanche route with ease. Regardless of whether you're going at breakneck speed over the scree or a little slower through the tight berms, the Jekyll always has reserves and gives the rider a feeling of security. No other bike is so superior and so much fun to ride. I cross the finish line a good minute after the German champion. I've finally left my rival from the start behind and when my mum asks me how it was in France, I'll say: "Oh, you know. Just work."
Conclusion Ludwig Döhl BIKE editor:
Because all the top models are almost uniformly equipped, the difference lies primarily in the character of the bikes. The Rocky Mountain feels more at home in winding low mountain terrain, while the Yeti craves full-throttle descents on the race track. The test winner Cannondale is at the forefront in any terrain. As you would expect, there are no bad bikes in this price segment.
TRIBUTE TO THE SCREE
Normally, our BIKE tests are less prone to breakdowns. However, the radical route in Alpe d'Huez caused a few defects.
CHARACTERISTICS OF THE ENDURO CATEGORY
1 The ChassisThe suspension, i.e. shock and fork, typically has 160 millimetres of travel. With larger 29er wheels, ten millimetres are often omitted. However, some manufacturers also add ten millimetres more.
2 With the Frame there is a clear trend towards geometries with slack head angles and short chainstays. Both aluminium and carbon versions are available.
3 With the Circuit most manufacturers now rely on a drivetrain with just one chainring. Double versions are becoming rare, but until now have offered more range, especially in the low-cost segment.
4 There are more and more enduro bikes with large 29-inch wheelsbut the majority roll on lighter and more agile 27.5-inch tyres.
5 A retractable Seat post is a must for every enduro bike. At the touch of a button on the handlebars, it increases freedom of movement on the descent.
6 A solid Brake system ensures sufficient deceleration even at high speeds. Typical: four pistons per caliper and large discs - 200 millimetres in diameter at the front and 180 millimetres at the rear.
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