Reparem no que ele diz, " deixem de se preocupar com os tamanhos das rodas".
É possivel fazer boas bicicletas com todas as rodas, depende do que o utilizador quer e gosta, o cliente é que decide. Não é o fabricante que tem de dizer ao cliente o que vai comprar. O fabricante tem de colocar no mercado o que melhor que ele sabe fazer com as ferramentas que tem, para que o cliente escolha.
Muito mau era a SANTACRUZ não ter uma oferta nessa gama de produtos quando os clientes procuram cada vez mais produtos alternativos e que se adaptem aos seus desejos.
Ora se nesta altura começam a existir existem no mercado componentes de qualidade para montar uma bicicleta roda 27,5", e esse tamanho de roda no ponto de vista deles tem validade num tipo de utilização eles vão proporcionar ao mercado uma oferta com altissima qualidade e elevado desempenho, para esses clientes.
Por alguma razão lancaram uma bicicleta com carateristicas especificas e não lancaram modelos á toa.
Esta bicicleta neste tipo de utilização é perfeitamente válida e tem uma razão de ser, tem uma logica.
Ora cá está um excelente review da Bronson feito pelo Francis da mtbr.com
How does it Ride?
It is very much like the Santa Cruz TRc and the Tallboy LTc really. It’s light, stiff and plush and all the geometry angles are dialed. I never liked the harshness of the original Tallboy but the Tallboy LTc (long travel) was way smoother and much more capable. It was just so damn big, specially with big tires, for my 5’8″ stature. Even with that size issue, I described the Tallboy LTc as like ‘landing a jump in a pillow’. The Bronson exhibits the same characteristic but it is more playful in the air. The Bronson is just plain better than the TRc in every respect and trumps even my TRc 650b conversion. The Bronson frame is laterally stiffer than the TRc or the Tallboy and it it is complemented with a 34 stanchioned front fork and a rear 12 mm thru axle. The Bronson feels right-sized with a wheel base and height that felt right at home on tight singletrack of very rough trails. It really showed it’s true colors on very rough and tight trails. The bigger the hits, the more it settled in and showed its prowess.
Small Bump Compliance
Santa Cruz spent a lot of time on getting the Bronson plush and small bump compliant. This has been the weakness of VPP and they seemed to have attained a new level here by suspension tuning and trying a bunch of rear shock valving rates. The bike is very smooth so it descends well, has a ton of traction on bumpy corners and it climbs rooty stuff well. On my very first downhill the rear was very active through small roots and ruts in the trail. I braced to get bounced around but was pleased by the plush riding experience.
When I pedaled the suspension stiffened up a bit VPP and it was not as plush as some fully active designs. But when I mashed hard or pedaled out of saddle, the bike did not bob much and there was little need to play with the CTD lever on the rear shock.
How does it Climb?
It’s a climber too and I never had to flip the CTD rear shock in to ‘climb’ mode. Wide open, it climbs well and stiffens up as you deliver more power. The drivetrain has been optimized for a 36 or 38 chainring so it is designed to stay neutral even with high torque pulling the chain from that size chainring. This results in a very good climbing bike in that big ring of a 2×10 or 1×11 front. It seems to me that the older Blur TRc was never designed for this size ring so it was always shipped with a triple front chainring.
The 73 degree seat angle props the rider forward when the lever is in the raised height position and rider is able to drive max power as he’s right over the pedals when in the down stroke. Descending at this forward position may seem awkward but it actually works out with the dropper post since dropping the saddle negates the steep seat angle and pulls the rider weight back down and rear ward. We can actually say that this kind of seat angle is optimized for dropper posts.
The Bonus of High Travel
Do we really need 150mm of rear travel. Most trails and most riders may not require 150mm of travel most of the time but we found an unexpected benefit of it. Since this bike is quite efficient with its climbing, we kept checking our rubber o-ring rear shock travel indicator and noticed that we were not getting full travel even on our roughest trails. So we kept lowering our pressures on the rear and front shock until we got close to full travel. We ended up with about 30-35% sag which delivered a lower BB height and a more plush ride. Climbing was still efficient at the wide open ‘Descend’ mode of Fox’s CTD. But when the climb got long and steep we actually found benefit in putting the rear shock in the middle ‘Trail’ mode which firmed up the shock a bit.
On setup, the XX1 is just amazing. They mated it with Shimano brakes since those are the best. The dropper post with lever mounted in place of the front shifter is the finest configuration ever. Without the front shifter, the dropper lever is placed ideally under the bar as the rider does not have to unwrap the thumb from the bar to activate the lever. The Reverb lever is still too long but that will hopefully be fixed in the future.
Maxxis Ardents in the rear with High Rollers in the front is an amazing combo. And the Enve with matching stickers are aspirational. You don’t need them but if you don’t get them, you’ll be dreaming about them for the next three years.
Comparing this bike to Norco Sight and Range
We did a 650b/27.5 Round Up a couple months ago and learned about the contenders for all mountain bikes in this new wheel platform. We rated the Norco Sight the best so the natural question is how the Bronson compares to the Sight. The Norco Sight is a 140mm travel bike and its sibling the Norco Range is a 160mm travel. The Bronson slots in right in the middle with 150mm of travel.
We think these two bikes are very close. We’ll have to use the Bronson Aluminum as the basis of comparison since carbon versions of the Norco are not available at this time.
The Norco has shorter chainstays at 16.8 inches vs. 17.3 for the Bronson. Also the BB height on the Norco is 13.3 inches vs. 13.6 for the Bronson. So we like that Norco Sight better when it comes to carving corners and slithering through singletrack. The one geometry flaw on the Norco is it’s 70 degree seat angle vs. 73 for the Bronson. We like the Bronson’s 73 degree angle better since that places you in a much better position when climbing. And it is better optimized for dropper posts since the the seat is out of the way anyway when the saddle is dropped for descents.
As far as suspension travel is concerned, they’re fairly equal. But the Norco is more active during climbing and is thus better suited for very rocky climbs. The Bronson stiffens up a bit under power and it shows an advantage when climbing out of saddle. It really doesn’t need the CTD rear shock. The Norco on the other hand really benefits from the different platform modes of the CTD shock.
And finally, as far frame material options, frame refinement and cable routing, the Bronson is a clear winner. The Bronson frame has advanced pivots that are clean and easy to maintain. Cable routing too is dramatically better than the Norcos.
So as far as overall package is concerned, the Bronson edges out the Norcos.
In the end, definitely consider this new wheel size and the Santa Cruz Bronson (or the Norcos) if you’re in the market for a new bike. If you’re perfectly happy with your current bike and wheel size, then ignore all these new bike and wheel size chatter."
When I first heard about the Santa Cruz Bronson I was skeptical. I got the impression that Santa Cruz just slapped 650B (~27.5-inch) wheels on to a Blur TRc-esque frame and tweaked the geometry and suspension slightly to get more travel and fit the new wheels. After riding the bike and hearing the development process, however, I am happy to report that my skepticism was unfounded. The Bronson is an entirely new bike from the ground up and I have to say that Santa Cruz has done a great job.
Santa Cruz Bronson Setup
I was invited to Santa Cruz new headquarters to throw a leg over the new bike. Upon arrival, I was greeted by Will Ockleton (Santa Cruz Marketing Manager) and Santa Cruz's dynamic-demo-duo of Ariel and Abby. Since I was the first to arrive, there was adequate time to select and properly set up a Bronson for myself.
Abby walking me through the details of the Bronson.
At 5-feet 10-inches tall I can ride a medium or a large according to the Santa Cruz sizing chart. I decided upon a size large, "Tennis Yellow" Bronson set up with a shorter-than-stock 50mm stem, as I prefer longer, more stable bikes combined with shorter stems. We set sag to right around 25-percent at the rear shock and then added fork pressure to balance the bike, front to back. I set the rebound and compression to my personal preferences and was ready to go. Once the rest of the journalists and riders were set up on their bikes, the group headed out for a ride, pedaling right out the door of the new headquarters in sunny Santa Cruz, California.
Our Santa Cruz Bronson component highlights as tested with the Santa Cruz XX1 am 27 ENVE Build Kit:
Fox Float CTD Boost Valve with Trail Adjust and Kashima rear shock
Float 150 FIT CTD Trail Adjust fork
SRAM XX1 Drivetrain with 34t chainring
ethirteen XCX chainguide
Easton Carbon Haven handlebar, 711mm width
Rock Shox Reverb seatpost
ENVE Composites AM rims laced to DT 240S hubs with DT 14/15 spokes, alloy nipples
Maxxis High Roller 2 2.3-inch Tubeless Ready EXO tires
Claimed tested weight: 26.21-pounds
Price as tested, $10,624 (Bronson full bike prices start at $4,150)
You can personalize your Santa Cruz Bronson with the Bike Builder on the Santa Cruz website.
The stock Fox Float 150 fork can be raised to 160mm travel by changing the "Shuttle Bumper" in the air spring internally. You don't have to buy another fork which is nice. Also, the Fox Float CTD rear shock tune is specific to the Bronson. They use a 7.875 x 2.25-inch stroke with a light rebound tune, medium velocity tune, 200 PSI in the Boost Valve, and a 0.6 cubic inch air volume reducer in the LV (Large Volume) air sleeve. This tune is used across the board on all the different size Bronson frames and allows for a very easy suspension setup. The rule is just body weight minus 10-pounds in air pressure in the rear shock. I'm 170lbs and the recommended 160psi was spot on for me (a rarity for their setup charts). If you are a rider over 240lbs this rule changes, so check with Santa Cruz and Fox about set up configurations.
Climbing and Pedaling the Bronson
The initial climb up to the trail network was first a paved road and bike path followed by singletrack of varying steepness and technical difficulty. On the road with the Fox Float CTD rear shock set to the softest "Descend" position, a very slight amount of movement (2-3mm) at the shock was detectable while pedaling. This movement was easily cancelled out by flipping the CTD lever to "Climb" mode.
Once the pavement turned to dirt and roots and rocks replaced the paved bike path, I set the shock to the softest "Descend" position to see how well the bike climbed. Relying solely on VPP's anti-squat characteristics and the shock tune, even in the softest CTD setting, the bike pedaled efficiently up anything I encountered. The larger wheels and revised geometry helped maintain traction on the climbs, over roots and rocks and slippery terrain. While pedaling through bumps I was pleasantly surprised by the lack of noticeable pedal feedback.
The Bronson seems to have hit the nail on the head as far as pedaling characteristics. I spent the rest of the ride in the "Descend" position and never once felt the need to touch the lever. The 13.5-inch (measured) bottom bracket height required a slight amount of conscious effort to avoid pedal strikes over roots and rocks, but in no way seemed too low.
When the climbs got especially steep, the 73-degree seat tube angle combined with the 17.3-inch chainstay length helped maintain proper weight bias while pedaling seated. The front end only wandered slightly on steep, seated climbs when the fork encountered a sizable bump. Overall, the Bronson handled steep climbs well whether seated or standing.
Pointing the Bronson Downhill
Once we arrived at the top and dropped in to our first trail of many it became very obvious what the Bronson's intended purpose is...it's meant to be ridden hard and fast! Cornering traction was impressive on the stock 2.3-inch Maxxis High Roller II tires, despite some rather dry trail conditions. The bike inspires confidence in the corners and rewards riders with an aggressive, more-forward riding style.
Transitioning from corner to corner was very good. The Bronson has no hiccups in its handling while changing lines last minute. It's a very playful yet stable bike. For me, there was no real learning curve with the Bronson and its 27.5-inch wheels. The speeds the bike could handle felt much higher than my comparably-traveled 26-inch wheeled bike, and the harder you push this bike, the better it works, which is a great feeling.
Josh Bryceland and the Santa Cruz Syndicate were on the ride with us. Here's Miami mowing down one of the rocky pieces of trail.
The Bronson is predictably balanced coming off jumps and very controlled upon landing. It likes spending time in the air. Riders who connect the smoothest bits of trail by launching over the rough ones will really enjoy this bike. The balance, front to back, in the suspension is some of the best I've felt on a trail bike. I used all 150mm of travel, front and rear, in multiple big-hitting situations (according to the travel indicator o-rings) yet never noticed it bottom-out. The suspension of the Bronson has a very controlled feeling throughout the entire stroke. According to Josh Kissner, Santa Cruz Bicycles Product Manager, this was a big focus in the development of this bike. The leverage ratio, shock tune, and air spring characteristics all work together to achieve balance and predictability in the suspension. It still has that distinct "Santa Cruz feel," only much more refined.
When the trails got steep and rough, the Bronson maintained its composure well. Braking is predictable and doesn't require the rider to adjust their riding style to compensate. The suspension does a great job of absorbing bumps big and small. Carrying speed through the rough is exceptional for a trail bike too, which is most likely a combination of everything (geometry, suspension design, shock tuning, and wheel size). Frame stiffness is also very good with no noticeable flex.
Bronson Frame Details
Cable routing is well thought out and fully external with the option of a very clean internal stealth dropper post routing. I personally prefer external cable routing for its ease of maintenance and swapping out a cable or hose if one should break. The Bronson also keeps the cables out of harm's way by routing them on the top side of the down tube and underside of the top tube.
Nice touches on the bike are the low-slung top tube, integrated chainstay and down tube protectors, ISCG05 chain guide mount, generous shock clearance for ease of access, clean 142x12mm thru-axle, and mounts for two water bottle cages. Overall the Bronson is a very clean and refined Santa Cruz.
Save any long term durability issues (which aren't common among Santa Cruz frames), I can see it holding up for several years of abuse.
What's The Bottom Line?
Whether you're racing competitively or just riding and having fun, the Bronson is an excellent bike that inspires you to push the limits. It's definitely a bike I wouldn't mind owning because of how much fun it is to ride! It truly is the Santa Cruz bike that was "20 years in the making," and represents decades of refinement and the best advancements in their craft since the company's beginning on Bronson Street.
As for the star rating, I'm going to have to go ahead and give it 5 stars, especially since my personal bike (the Specialized Stumpjumper EVO) just recently got a 5 star rating from the Vital MTB Test Sessions. I, without a doubt, like the Bronson more. It's encouraging to see progress like this from year to year.
Santa Cruz announced the Bronson on April Fools' Day, but the first mid-size-wheel trailbike from the Coastal California bike maker was no joke. We traveled to the new SC factory, situated at the foot of some of the area's choice riding, to get a first-hand impression of how the bike performs. Those who have ridden in the coastal mountains of Santa Cruz will verify that the dirt, trails and average temperature are near-perfect 260 days out of the year - and the other 105 days it's fisherman-cold and pissing rain. We were fortunate to enjoy one of the 260 - shredding between shaded redwood forest and oak woodlands for a most enjoyable day of riding on the trails where the Bronson was born and raised.
Bronson C frames share similar DNA with the Blur LTc and Tallboy LTc, but its carbon chassis is produced in a completely different mold and beefed up for pro-level enduro competition.
Bronson C Walk-Around
Bronsons have six inches of rear-wheel travel (5.9"/150mm) and can be configured with a number of forks ranging in travel from 150 to 180 millimeters, although a 150mm fork is preferred. Frames are available in welded-aluminum or carbon and in a number of builds. Both the alloy and carbon frame are built on separate tooling from any other Santa Cruz model, but the family resemblance with the Blur LTc and Tallboy is nearly identical. Bronsons are built much tougher than what is required for an XC trailbike and are advertised as all-mountain and enduro-specific. Our test Bronson was the carbon version, set up with a SRAM XXI drivetrain, Shimano XTR Trail Brakes and a Fox Float CTD fork and shock. Topping off the high-end build was a matched pair of Enve's newest AM wheels in 650B. Santa Cruz's website pegs the retail cost of our test Bronson just beyond the $10,000 mark. We tried to ignore that detail and revel in the knowledge that Santa Cruz's claimed weight for our test Bronson was 26.21 pounds - pretty sweet for an AM sled. Medium-sized Bronson C frames are said to weigh 5.3 pounds and with a Fox float CTD shock, cost $2,699. Color options are natural carbon with blue or yellow graphics, or Tennis Green.
(From left) Bronson frames use a forged-aluminum upper rocker that drives a Fox Float CTD shock. The Reverb Stealth dropper post keeps the Bronson's flowing lines uncluttered. Santa Cruz includes grease fittings to purge the lower rocker bearings and a bash guard to ward off rock impacts to the down tube.
Bronsons rely on Santa Cruz's generation-2 VPP rear suspension for firm pedaling response paired with smooth suspension action, but those who insist on pedaling performance that comes close to a hardtail can fuss with the Fox CTD controls to obtain satisfaction. We questioned why the Enduro-specific Bronson does not have an option for the Float-X CTD reservoir damper and the answer seemed to be that the new shock was not yet forthcoming to OEMs. It seems like a perfect match, but as we discovered, the standard Float CTD shock was aptly suited for the Bronson's hard-charging style. Both the upper and lower rocker links are forged aluminum and both use SC's adjustable angular-contact bearing system. In keeping with SC's recent tradition, grease fittings are tucked into the lower link to encourage preventative bearing maintenance.
SRAM's single-chainring XXI drivetrain allows the Reverb Remote button to be located under the left handlebar where it should be. A reminder from Santa Cruz on the top tube - in case you forget who's the boss.
Quickly scanning the Bronson's frame numbers backs up its mission statement - with a low, 13.6-inch bottom bracket height, a reasonably slack, 67-degree head angle, and a moderately short, 17.3-inch chainstay length the Bronson should handle brightly enough to dodge and weave through the trees, and still possess a shovel-full of courage-enhancing stability for high-speed forays down technical trails that should be the realm of a big bike. Previous experience with 650B wheels suggests that, shod with 2.35-inch tires, the Bronson will breeze over the rocks and deadfall which are the signatures of the Santa Cruz trail network.
Every berm, every twist and turn through this forest, can be executed at speeds that exceed a normal rider's imagination - and the locals use this to their advantage - tempting us with each new section of trail and then crushing us once again. This is the dark soul of Bronson.
With the best part of the day ahead of us and three honch riders from Santa Cruz Bikes, eager to show us every nuance of the local trail network, we throw a leg over the first 650B design to emerge from the iconic bike brand, find a wheel and hang on for dear life. They call it 'hero dirt' and the local mountains above the brand's namesake city are made of it. The divine mixture of loam, clay and sand, kept moist by the eternal shade of coastal redwood trees, grips tires better than baby monkeys hold onto their mothers. Every berm, every twist and turn through this forest, can be executed at speeds that exceed a normal rider's imagination - and the locals use this to their advantage - tempting us with each new section of trail and then crushing us once again. This is the dark soul of Bronson.
Granted, we are riding on the exact trails that Santa Cruz used to hone the handling of the Bronson, but the ease and agility with which the bike moves through the forest is remarkable. It has a beautiful front/rear balance that requires very little attention at the handlebar to keep the bike on line. It is a rare moment when the front tire won't follow orders and the Bronson's rear tire tends to track the front unless its pilot calls for a drift. There is a surety to its steering that encourages the rider to ignore minor obstacles and choose the flow lines. The Bronson front wheel seems eager to drive over almost anything in its way. Santa Cruz offers Maxxis High Rollers as standard rubber on the Bronson, but our test bike was outfitted with Maxxis Ardent tires, which roll faster, but give up a lot of grip in the turns to their DH-oriented kin. Tearing into the hero dirt, we imagine that a High Roller-equipped Bronson would corner and climb like it were geared directly to the earth.
Dropping into one of the zone's longer chutes - easy work for the Bronson. Regrouping in the redwoods for another round of Bronson-in-the-forest. A close-up look at poison oak - it's everywhere - waiting for bare legs and arms.
Descending proved that, for Santa Cruz Bikes at least, Fox has implemented changes in its 34 Float CTD fork's damping and spring rates to eliminate the mushy feel in compression and brake dive that the original model often suffered from. The Bronson dove fearlessly down rock chutes and leveled roots like a dedicated enduro chassis must. Under braking, aided by its Shimano XTR Trail stoppers, the Bronson feels sure and controllable in nearly all situations. Drops and jumps are non-issues, with the very stiff-feeling chassis feeling instantly composed upon landings, ready to negotiate the next feature. This agility seems to stem from a combination of a slightly steeper head angle than current fashion dictates that is paired with a rigid, balanced-feeling chassis, and this is an emerging theme from Santa Cruz. The Bronson's ability to react to situations in a quick, decisive manner may trump bikes that employ excessively slack steering geometry and favor a plow-through-everything strategy. At any rate, it makes for a fun ride.
Speaking of rear suspension, the feel of the Bronson's VPP rear end is very much like the Tallboy LTc, with a supple feel of the bottom and through the mid stroke, with a gradual rising rate at the end-stroke to soften hard landings. While 150-millimeters of travel is quite common in this category, the second-gen VPP's mid-stroke performance is as good as it gets, and in fast trail situations the system really shines. There is no sense that the larger wheels are a travel-booster like one often experiences from 29-inch wheel designs, but like a big-wheel bike, the Bronson feels quite capable of charging nasty sections that a 26er rider might shy from. Excellent performance at the suspension's end-stroke, aided by a laterally rigid chassis, keeps the bike in control after hard landings and even if the Bronson lands out of shape, it recovers quickly. Over trail chatter, on the opposite side of the suspension's spectrum, the tires feel well grounded, which removes much of the anxiety from fast, sweeping turns. The only possible negative suspension trait we noticed was that the rear wheel would catch momentarily before popping over a tall root or deadfall limb at slow speeds. This was not the case once the wheels were rolling at a proper clip. Whether this was a setup issue or inherent to the VPP suspension will be explored in a future test.
Mechanically, what is not to like about Enve Carbon AM wheels, Shimano's best disc brakes and SRAM's eleven-speed one-by drivetrain? We would be hard pressed to find a quieter running bike. Only the click click of its SRAM XXI transmission and the sound of its tires scrubbing the soil break the silence of the Bronson's ride. If there was any chain slap, Santa Cruz's molded rubber chainstay protector would mask any hint of it. Double points to SC for integrating a RockShox Reverb Stealth dropper post into the Bronson's frame design. The port for the actuator hose is further protected by a rubber boot, and the lack of a front derailleur allows the remote button to be placed under the left handlebar where it lines up perfectly with the thumb. For those who feel the need for a front mech, Santa Cruz includes the necessary housing stops and direct mount face-plate to do the job right. ISCG tabs are also standard fare. About the only aspect of the bike we'd change is to go to a wider, 750-millimeter handlebar - which is supposedly a running change for production Bronsons.
Seat up, foot down, brakes off - some old school drifting action aboard the Bronson.
Glowing as this text has been about Santa Cruz's first 650B design, riding the Bronson on its home trails for a day cannot provide the range of experiences required for a conclusive bike review. What we can say for sure is that we like the Bronson - it's a ripper. Comparisons can be made between its lookalike cousins - the 26-inch Blur LTc and the 29er Tallboy LTc - but with all due respect, the Bronson is a cut above both in a number of ways. The Bronson has much more high-speed stability than both of its predecessors, and it feels better balanced than the Blur in the corners. While the Tallboy and the Bronson share a similar flow when negotiating rough trails, the Tallboy likes to cruise effortlessly down the trail at about the same cadence, while the Bronson is a charger - with a more energetic feel, and it pushes its rider to carve more creative lines and search for features to boost that may escape riders mounted on lesser machinery. It will be interesting to see how well the Bronson lives up to its purpose on the World Enduro Circuit. While you are watching, look for the complete test later this year. - RC http://www.pinkbike.com/news/First-Ride-Santa-Cruz-Bronson-Carbon-650B-Ripper.html?trk=rss