Commencal Meta AM V4.2 Race Eagle 650B - Review
Poised to blow the socks off of the latest crop of ten-thousand-dollar showpiece enduro racers, the 2017 Meta AM V4.2 Race Eagle 650B is not pasted tip to toe with super parts and mega-carbon, and it doesn't have a suspension configured to challenge the scientific community. Instead, Commencal gave its most important trail bike two simple weapons with which to slay its rivals: awesome performance and an affordable MSRP. The Meta AM V4.2 Race Eagle has everything a powerful, talented and aggressive rider would need: a sturdy chassis, low and long, with gobs of just-right suspension travel; a 12-speed SRAM drivetrain; modern, rider-forward geometry; gravity-verified wheels and tires; and one of the better fitting cockpits we've thrown a leg over - all for an MSRP of $4449 USD ($3999 for customers who pre-order).
Details:
• Purpose: freeride, trail, enduro
• Chassis: Welded aluminum frame, 27/5" wheels, 160 mm-travel, single-pivot-swingarm, linkage-driven suspension, rider-forward geometry, ISCG 05 tabs
• Fork: RockShox Lyrik RCT3 Solo Air, 170 mm stroke ,Boost-width axle
• Shock RockShox Super Deluxe RC3
• Bottom bracket: BB92 press-fit
• Drivetrain: SRAM Eagle X01 with Eagle X1 aluminum crankset 34t
• Brakes: SRAM Guide RS, Rotors - 180 mm R, 200 mm F
• Five-year limited warranty
• Sizes: small, medium, large, X-large
• Weight; Medium size, actual - 31 pounds (14.05 kg)
• MSRP: $4449 USD
• Contact: Commencal / @COMMENCALbicycles
• Purpose: freeride, trail, enduro
• Chassis: Welded aluminum frame, 27/5" wheels, 160 mm-travel, single-pivot-swingarm, linkage-driven suspension, rider-forward geometry, ISCG 05 tabs
• Fork: RockShox Lyrik RCT3 Solo Air, 170 mm stroke ,Boost-width axle
• Shock RockShox Super Deluxe RC3
• Bottom bracket: BB92 press-fit
• Drivetrain: SRAM Eagle X01 with Eagle X1 aluminum crankset 34t
• Brakes: SRAM Guide RS, Rotors - 180 mm R, 200 mm F
• Five-year limited warranty
• Sizes: small, medium, large, X-large
• Weight; Medium size, actual - 31 pounds (14.05 kg)
• MSRP: $4449 USD
• Contact: Commencal / @COMMENCALbicycles
About the Meta AM V4.2 Race Eagle
Aluminum is Commencal's material of choice, and the AM V4.2's entire chassis is beautifully welded together from an assortment of forged fittings and butted tubes - most of which have been curved, flattened or manipulated to serve a higher purpose. The AM V4.2's profile resembles its predecessor (the Meta V4), with a single-pivot swingarm driving a top-tube mounted shock that is tucked into a concave recession in its underside, but most of the 2017 frame is completely new, and its rear-wheel travel is bumped up, from 150 to 160 millimeters.
Independent pivot locations for the seatstay and shock yoke allowed Commencal's designers to drive the shock with a smooth, progressive rate.
The sealed ball bearings that its suspension pivots upon are the same items found on the earlier Meta V4, but the bearings in the main frame have been moved outboard into the swingarm and rocker assemblies. The reason is to facilitate replacing the bearings when that day arrives, and also to improve manufacturing tolerances. The large forged centerpiece in the top tube has been replaced by a more attractive and lighter weight two-piece hydro-formed tube, which also provides more clearance for a longer and bulkier metric shock. And, like its predecessor, the V4.2's cables and hoses are intelligently internalized where it makes sense.
Detail of the AM V4.2's inboard brake caliper and clevis-type dropout pivot..
A two-piece top tube eliminates the 2016 Meta's forged-aluminum shock mount.
Moving to the rear of the Meta, Commencal's designers switched to Boost hub spacing and moved the seat tube junction well forward of the bottom bracket - two features that free up much needed room for tire and mud clearance. There was space to play tennis around its 2.4-inch Maxxis Minion DHR tire. While we are on that subject, there is no provision for a front derailleur, which further sanitizes the look of the bottom bracket area.
British sympathizers might take umbrage with Commencal's decision to forego threads, but the Meta's BB92 press-fit bottom bracket is the best and most reliable of the genre, so I won't be flying the Union Jack at half-mast for this review. Chin up, though. Unlike other enduro bikes, there is a proper ISCG 05 flange on the drive-side, should its owner need a DH chain guide or a bash. Continuing the Meta tradition, there is a lot of silencing rubber on the right chainstay and on the left, the rear brake caliper mount is inboard of the frame to protect it from harm.
Geometry
By its numbers, Commencal's new V4.2 is on the vanguard of long-travel all-mountain design, but does not broach into the experimental realm. Paired with a 170-millimeter-travel fork and a 65.5-degree head tube angle, the front axle is pretty far north of the rider. Its 74-degree seat tube angle is steep enough to properly weight the front tire and also to optimize pedaling ergonomics for tough climbs. Top tubes are lengthened, but not so long that riders with short torsos or arms will suffer greatly. Four sizes are offered, all with excellent stand-over clearance, so all but the tallest riders can simply buy up a size to obtain massive front/center values. Our medium-sized test bike had a 23.35-inch (59.3 cm) top tube with a 16.73-inch (42.5 cm) reach. Chainstay length was 17.2 inches (43.7 cm) and all tallied, the wheelbase measured 47 inches, while the published wheelbase is 46.46 inches (118 cm). To put that into perspective, PB test riders ranging from five-foot, ten inches to five-foot, seven inches (177 to 170 cm) could ride a medium.
Race Eagle Build
Our test bike, the $4449 Meta AM V4.2 Race Eagle is second from the top of Commencal's five build options, all sharing the same chassis, with the least expensive AM V4.2 Origin priced at $2449 USD and the flagship AM V4.2 World Cup priced at $5199 USD. Our V4.2 Race Eagle is arguably the best value in the range because Commencal outfits it with the most critical components of its more expensive brother - the same fork, shock, brakes and dropper post - and still manages to spec a 12-speed SRAM Eagle X01 transmission at a considerable savings. Those savings, apparently, are hidden in Commencal's Ride Alpha house-brand components and a custom wheel build - none of which left us wanting during the review process.
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FOUR QUESTIONS: Nicolas Ménard - Commencal R&D
RC: Exactly what were the changes in the V4.2's suspension's kinematics?
Nico Ménard: The kinematic is more progressive compared to Meta V4. It's quite a big difference in fact. We have been working with suspension manufacturers to get the right feeling we wanted with metric shocks.
RC: Are the bearings in the main pivots larger than last year's Meta?
Nico: All the bearings are the same as the Meta V4. The only thing that changed is the bearing assembly between the rocker and the frame. They used to be inside the frame. They are now located in the linkage. This is easier to do the maintenance and it's more stable to produce.
RC: The bottom bracket feels very low. Is that why the test bike has a shorter, 170-millimeter crankarm?
Nico: The bottom bracket is at the right height. We like the feeling of a low BB. We have different crank arms length [170mm on small/medium and 175mm on large/X-large frames] because of the morphology of small and tall riders. You wouldn't put 175 millimeter cranks on a 20-inch kids bike.
RC: Was eliminating the forged section in the top tube done to save weight?
Nico: By eliminating the forged parts, we slightly reduce weight, the finish is nicer, and we have a wider top tube that allows riders to also go to a Float X2 shock.
 | I sent the drops faster and farther than I ever have with my own bike because it felt so composed upon landing. - Andy Paul, PB test rider |
Commencal says in its PR that the only thing they changed when they designed the 2017 Meta AM V4.2 was "everything" - and those who have ridden its predecessor would wholeheartedly agree. Last year's Meta AM V4 was lively feeling under power and, while its handling was biased towards descending, its overall performance could still be described as a do-it-all trail bike for upper-level bike handlers.
By contrast, the new AM V4.2 makes it clear from the start that it wasn't born to putter around on blue-line trails. The handlebar is set high and the cranks low. Its steering feels calm and predictable, and its suspension ignores the kind of rocks, ruts and roots that occupy most riders' post-ride conversations. It pedals and accelerates very well, but it doesn't pump, sprint and slash every feature like a two-wheeled chihuahua humping the trail. The AM V4.2 moves forward in a more purposeful manner, arcing smoothly from corner to corner and rolling up and over climbs like a great white shark on the hunt.
| The shock tune is so stable and its frame, so rigid, that you don't think twice about jumping to flat or landing off angle. |
Drop into the the toughest chute you are comfortable descending and you'll excuse the Commencal's indifference to cross-country trails. The Commencal will eat anything in its path. The chassis commits to your line choice without hesitation. It steers with authority and surprising precision. You shove the handlebar towards your mark and the bike follows the front wheel religiously.
Ride point-to-point, and you'll discover that the Meta AM V4's suspension has the guts to straight-line ruts and rock gardens, and roll out of bomb holes or nose-first drops that would be game-over for most. The shock tune is so stable and its frame, so rigid, that you won't think twice about jumping to flat or landing off angle. In its element, the Commencal is a predator: lithe, powerful, decisive, and very, very, fast.
Not surprising, the Meta AM V4.2 also gets at it in the turns. Its 65-degree head angle feels a bit floppy at slow speeds and the front wheel has a strong tendency to turn into the apex as the bike is leaned in to set up for the corner. Both traits would have normally been strikes against its handling, and I'd be lying if I didn't report that when I first rode the bike, I was overcompensating and all over the place in the turns - especially at trail speeds. All three test riders who participated in the review had similar stories. Once you start pressing the Commencal harder into the corners, however, those perceived negatives will become some of the Meta's most positive attributes.
The AM V4.2 sets up so quickly for a corner that it allows its rider to brake much later. Establish your lean and, boom, it starts carving dirt. The trick is to let the bike set up for the turn with minimal input from the handlebar. If you want to hold a smooth arc, then keep the steering neutral. If you have overcooked your entry and need to scrub off some speed, steer into the turn a little and the bike will enter a controlled, two-wheel drift.
Not surprising, the Meta AM V4.2 also gets at it in the turns. Its 65-degree head angle feels a bit floppy at slow speeds and the front wheel has a strong tendency to turn into the apex as the bike is leaned in to set up for the corner. Both traits would have normally been strikes against its handling, and I'd be lying if I didn't report that when I first rode the bike, I was overcompensating and all over the place in the turns - especially at trail speeds. All three test riders who participated in the review had similar stories. Once you start pressing the Commencal harder into the corners, however, those perceived negatives will become some of the Meta's most positive attributes.
The AM V4.2 sets up so quickly for a corner that it allows its rider to brake much later. Establish your lean and, boom, it starts carving dirt. The trick is to let the bike set up for the turn with minimal input from the handlebar. If you want to hold a smooth arc, then keep the steering neutral. If you have overcooked your entry and need to scrub off some speed, steer into the turn a little and the bike will enter a controlled, two-wheel drift.
The same technique can be used to make quick work of a tight corner: steer in sharply just before the apex and, in spite of its length and slack angles, the Commencal will square off the turn and change direction in a heartbeat. Remarkably, it carries a lot of momentum. I was typically a gear higher when exiting corners.
The Meta AM V4.2 carries a lot of speed out of turns.
Those who have read this far may have the impression that the AM V.4.2 is a great descender, but it probably comes up short on the fun factor. Depending upon your experience, that may be true. The Meta AM V4.2 weighs a little more than 30 pounds so it requires more input from its rider to pop off of smaller hits or make shapes. Riders coming off of a dirt-jumper or a short-travel trail bike might call the Commencal a pig, but that would be selling it short.
Turn up the amplitude and the AM V4.2 becomes quite playful - but in the larger sense of the word. Its 74-degree seat tube angle and moderately stretched cockpit situates its rider in a sweet spot between the wheels, where it becomes relatively easy to select which end of the bike you'd like to move around. Test riders who came off of big bikes remarked about how fun the Commencal was, playing off smaller features. The difference lies in how you define "smaller features."
| Test riders who came off of big bikes remarked about how fun the Commencal was, playing off smaller features. The difference lies in how you define 'smaller features.' |
Overall Performance
The Meta V4.2 rides best with less suspension sag than I normally use. With the shock set between 25 and 30-percent and the fork, under 20 percent, the ride should have been harsh in the early part of the suspension travel, but it was not. If I set the spring pressure any softer, the ride height would drop so low that I'd be bashing the crank arms on everything. The rear suspension has a lot of support in the mid-stroke, so a little extra spring pressure in the fork helped to balance that feel and, as a result, the bike stayed level and felt very composed while descending and during heavy braking.
As with all of the long-travel, gravity-oriented bikes I review, I handed off the Meta AM V4.2 to some local downhill specialists who could push the Commencal all the way to the edges of its performance envelope. All of us were on the same page with its cornering - that it felt like it turned in too quickly until we began to push harder. Braking was all thumbs up as well for power and good modulation - although Andy Paul, the test rider who appears in this feature's images, remarked that the SRAM Guide RS brake-pads contacted the rotors later than he was used to. I like the softer bite that Guide RS brakes have compared to Shimano's XT and XTR Trail brakes. It helps to prevent unwanted lock-ups on Southern California's slippery hardpack trails.
On the subject of braking, I expected the Commencal's single-pivot swingarm to encourage rear-wheel lock-up, but that was never a problem. There always seemed to be enough grip to keep the rear wheel lined up while I was trail-braking into a turn, or dropping down a steep chute.
When it comes to jumping, the Meta AM V4.2 tops the chart. Level, front wheel high or low, it pretty much does what it is asked. The rear suspension, ramps up quickly, so it never felt like it was bottoming. Andy said that bike felt so composed that he kept sending it farther and farther, until he was launching drops beyond anything he had done on his personal bike. I used that talent most often to skip the hassle of choosing a line through rocky sections by jumping them entirely. The boys returned the Commencal with a renewed respect for aluminum frames - thrashed, but undamaged beyond a number of dents in its Mavic 427 rims and some leaky sealant near the tire beads. Beyond that, the AM V4.2 was good as new - not a single component failure, no loose bolts, no squeaky bearings, no leaky suspension, and no free play anywhere in the suspension.
Complaints? We all had issues with the Meta's wider-than-necessary seatstays - a problem, unfortunately, that has been carried forward from the 2016 Meta AM. Sometimes your feet hit them, sometimes they don't, but there is no explanation why they must bow outwards an inch where there are no wheels, tires or components to prevent them from being tucked well inboard to clear your shoes.
That said, the rest of the AM V4.2 was a perfect fit. The Commencal-branded cockpit was spot-on for comfort and control, with just-right handlebar dimensions, comfortable grips and a perfect fore/aft rider position over the bike
Technical Report
Wheels: Mavic's 427 rims paired well with the AM V4.2's 2.4-inch Maxxis HR II and Minion DHR II tires. The 27-millimeter inner width of the aluminum rims kept the edges of the tires biting while exposing enough tread to ensure good braking traction. The V4.2, however, proved to be more capable than its wheels. The downhill specialists reported that the custom-spec wheelset was not laterally stiff enough to handle the amplitude that the chassis was capable of.
Saddle: Perhaps the worst saddle of the year. Nobody who rode the bike had anything good to say about it. The shape felt wrong and the padding design was inhumane.
SRAM Eagle transmission: The more I ride Eagle the more I like it. I never dropped a chain or missed a shift. The wider gearing spread is necessary on the low end to get the 31-pound beast up the steeps, and it smokes the downs, so the taller top gear was nearly as handy.
Short crank arms: Not a fan of short crank arms on a bike that is intended to pedal up steeps. The extra leverage is a plus - even for shorter riders. The small and medium sizes are spec'ed with 170-millimeter arms. That said, I had enough pedal strikes with the 170's to shiver at the prospect of how many more times I'd be smacking pedals riding 175-millimeter crank arms.
Heel strikes were common on the wide-stance seat stays.
Wheels dented, but still batting for the fence.
Worst saddle ever.
Pinkbike's Take:
| Commencal's newest all-mountain/enduro racer is a winner for anyone in the market for a massively capable descender that packs enough efficiency in the pedaling department to get a strong rider up the transfer stages on time, and access summits that promise choice descending and have no lift or shuttle options. The Meta AM V4.2 Race Eagle 650B is not for the faint of heart. To enjoy this beast properly, you'll need a lot of vertical, and features that would send most riders to their garages to fetch big bikes. Commencal spent every penny of its asking price on the most important items: frame, suspension, drivetrain, and brakes. There is no carbon anywhere on this bike, and perhaps that's a good thing. If you are willing to overlook a couple of pounds, the Meta AM V4.2 Race Eagle 650B is the real deal at half the price. - RC |
About the Rider:
Stats: Age: 25 • Height: 5'11” • Weight: 150lb • Industry affiliations / sponsors: iMountainbikeAndrew Paul spent time as a kid riding and maintaining a set of rundown dirt jumps and quickly became obsessed with gravity racing, getting faster, and building bigger and better trails. His real passion is digging - creating something fun to ride that is visually appealing and inspires others. When Andy doesn't have a shovel in hand, he's out with friends, pinning it somewhere in San Diego.
Stats: Age: 25 • Height: 5'11” • Weight: 150lb • Industry affiliations / sponsors: iMountainbikeAndrew Paul spent time as a kid riding and maintaining a set of rundown dirt jumps and quickly became obsessed with gravity racing, getting faster, and building bigger and better trails. His real passion is digging - creating something fun to ride that is visually appealing and inspires others. When Andy doesn't have a shovel in hand, he's out with friends, pinning it somewhere in San Diego.
Author Info:
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dv65 0.071617
We all want to see Meta vs. Capra vs. Enduro vs. Patrol vs. Remedy/Slash vs. Nomad/Bronson vs etc, etc.
I totally agree that different bikes suit different people, but that doesn't make a grouptest pointless, I think rides can be compared in a way that allows people to judge their differences for themselves. Even with bikes being better than they ever have been most bikes are a compromise of some sort. With no bike store or demo centre able to stock all of the best rides, we rely on the guys at PB for our info.
I'm not asking for a ranking of best to worst, just a comparison. Pinkbike makes it's money advertising to us, the least we can expect in return is some objective comparisons!
I think that @catfish9797 has a good point in saying that the differences are pretty minimal, and that you should pick what fits your fancy and get on riding. As long as PB doesn't specifically degrade a particular product, but rather focuses on ranking by category (best climber, best for jumping, best dh, best cornering, etc), I don't see why it would be a problem from a business angle. That said, I don't work at PB and know what their relationships are like or what their revenue figures are so free advice is worth what you pay for it, I guess.
ie. is the new spec enduro that much better than the old one or is it mostly marketing fluff?
They could even go back a few generations to tell a better story about the progression of the sport and the trajectory of the bike design.
Something along these lines but with trail impressions etc:
www.pinkbike.com/news/the-evolution-of-the-specialized-enduro-2016.html
At least you can find a comparison to the nomad in the Last capra pro review here : -) and many people in the patrol thread have had some of the other mentioned bikes before. So there is a possibility to get some good comparisons ;-)
It's just silly that in half of the group tests, the bigger brands are just tossing ENVE wheels on, and that affects every subjective area of performance.
enduro-mtb.com/en/get-better-9-high-end-enduro-bikes-comparison
Dangerously pretty ????
Even after he called you Brits out, you still had to make the comment... lol! Lets make this clear though, I live in the PNW, I don't disagree with you...
www.myconfinedspace.com/wp-content/uploads/2008/12/trying-to-build-a-personal-stargate-isnt-normanl-but-on-meth-it-is-375x500.jpg
Due to hip issues, I installed 165 mm cranks on all my bikes to decrease my hip angle at the top of the pedal stroke. I assumed, as most do, that this would adversely affect my climbing, but I was at the point that I just wanted to be able to ride comfortably. I was surprised to find that I was actually climbing faster, on road and off.
I'd love to see Pinkbike do an article on commonly held assumptions like this one. I'm sure there are many other things that we as MTBers haves assumed forever that are flat out false.
I use 34t x 11-40, if I use longer cranks I need easier gears.
This is a good summary, and the actual study is linked to at the end.
1. they focus on power. For proper mtb climbs, power is nowhere near as important as torque. And, for any given chainring size, a longer crank = more torque. If you have more torque available, you can flatten out your torque application to avoid peaks that will result in loss of traction. Having a mix of 170 and 175 cranks available, and running them on the same bike, I can confirm this is indeed the case- longer cranks give you better traction. It is the same principal at work behind oval chain rings.
2. Longer cranks need fewer pedal strokes to cover the same distance. Since a FS bike loses energy on every actuation of the suspension, the fewer strokes the better. If, on the same section of trail, you can comfortable cruise at 80 rpm on 175 cranks and 85 rpm on 170 cranks, you will be more efficient on the 175s.
www.sheldonbrown.com/gear-calc.html
I think if it's complicated when seated (and I believe it is) then when standing everything goes out the window. When pedalling a fs mtb up a "mountain" the rider is so dynamic, the terrain so random that it becomes difficult to measure anything. These days the majority of us climb from the saddle since bikes have been adapted specifically to allow us to do that, only short sharp power moves are done out of the saddle (even then I'm still sat down 90% of the time) but there I can understand the merits of a longer crank. Though speaking for myself it's not worth sacrificing the efficiency of a shorter crank and I may even pedal better on those power moves with my shorties, I dunno...usually all I'm thinking in those moments is "you are not beating me you f@cking smelly a$$ tw@t hill". I just think short cranks have more benefits than simply providing more clearance which is usually the only reason people will consider them.
exactly what the industry needs, a good slap in the face !!
Maybe you should consider being faster...
They also said your car lights are on.
even with my employee discount i couldn't beat commi's pricing.
Maybe less time on gravel roads with speedwalking grandparents .
Thanks for making my point for me.
Good day.
Also, I hate climbing but you cant get to the downhills with out it,dont ride enough to stay in climbing shape,this gearing/bike combo is what ive been waiting for, for years so, you or anyone elses preferences mean nothing and, I hate climbing, this helps keep me from hating riding altogether. I hate climbing.
Hey @thenotoriousmic - do you even pull on the upstroke bro?
Thanks for your insights on my life
So far its the most capable/fun bike ive owned in 20 years and the suspension isnt even dialed right,yet.
I don't think strava works anyway. I went faster on limestone in the dark in the rain on a track that was covered in wet slimey leaves on a hardtail than I did during the middle of summer on a downhill bike last week.
@scary1 - that is not a surprise. People boiling bikes down to wheel size are morons. When 29ers were coming in strong in 2009, in the same way 275 was coming in 2013, the people who were bitching most were the dumb part of downhillers. They were saying that these bikes are freight trains that are hard to manouver, that handle like cows, that their wheels are made for bulldozing over rocks for people who can't ride over rocks... ekhem! EXCUSE ME! A question! Is there a single one bike type that is less manouverable, heavier and riding over rocks easier than a DH bike? NO! ok ok another one... is there a single bike type that is absolutely useless anywhere outside lift/shuttle assisted steep trail? NO!
29ers have gone a quite a long way since the hype of 2009 (and all the painful preceding years) and the latest breed of long travel ones, are now generally, the fastest, most multipurpose mountain bikes out there and the only downside is that it is harder (but defo not impossible) to look stylish when riding and jumping them, and they plow so well that it is hard to motivate lifting the wheels off the ground. I mean, you have to go REALLY fast to make them shine in style department.
Wheels are far more important than drivetrain IMO
I had a v3 SX and it was a stonking bike, the ONLY thing that let it down was the BB creaking every 3 months (or less in wet seasons). It might be an old record but why oh why do they insist on using push fit BBs still?!
For that money though, that's a pretty well stocked array of kit on it.
there's a reason they are direct sales only now and its because no distributor in their right mind wants anything to do with them.
That would be bad enough, except I couldn't buy a new rear triangle to replace the one that was damaged (I really did like that bike) as Commencal didn't stock them. They don't keep a stock of 650B Meta SX framesets either. So they offered me a 'discount'. They offered me a Meta V4 frameset for 783 Euro. That's 34 Euro more than the same frameset costs on their website:
www.commencal-store.co.uk/meta-am-v4-c102x3044347
Or I could get a V3 for a 'discounted' price of 714 Euro, which is 'only' 15 quid more than it was offered on their website:
www.commencal-store.co.uk/frame-meta-am-v3-650b-yellow-2015-c2x14582262
I wish I was making this up, I really do but that's what happened. In this case I don't think Commencal did anything right, whether it was standing by the quality of their product, supporting their customer or offering a reasonable resolution. Just be aware to expect the same if you buy in to their BS.
www.chainreactioncycles.com/mobile/ie/en/commencal-meta-sx-essential-suspension-bike-2015/rp-prod123523
I noticed that Andys height is 5'11" - how did he feel on the medium sized bike?
I am also 5'11" and I have been considering a v4.2, and would be curious to hear any thoughts.
Soooo a more intelligent suspension design doesn't give bikes awesome performance or allow them to slay rivals? Well f*ck... Back to hardtails I guess.... They have the least intelligent rear triangle, can come with long travel forks and are even more affordable...
www.pinkbike.com/news/radon-swoop-170-9-1x11-review-2016.html
I ran 180mm profile's for years on my T1 Barcode!
@COMMENCALbicycles
enduro-mtb.com/en/pro-bike-check-cecile-ravanels-commencal-meta-v4-2
I found the question so unbelievable as it was clearly stated, he probably did not bother yo read, so i fabricated a story.
And while new isn't always better, companies don't put out a new bike because it's worse than the older version.
Bikes shops going out of business? Not in BC.
On a dh track where races are won or lost by less than a second and 3 bikes is huge.
@Sontator Wheel size isn't just personal preference at all - the distinction between wheel sizes creates vastly different characteristics in a bike. Yes, someone may find a certain size wheel on a certain bike to be the best, but that is most likely due to the environment around them. If I lived in SoCal, where [as far as I know] the riding is fast and technical, than I would want a 29er enduro bike, like a hightower or scout - they roll faster over/through rock gardens, and the turning disadvantage won't play a huge role. I live on the east coast, where the riding is turnier - so I ride a 27.5" bike.