Field Test: 2022 Norco Range VLT - The Carbon Monster Truck
PINKBIKE FIELD TEST
Norco Range VLT C1
Words by Matt Beer, photography by Tom Richards
Norco Range VLT C1
Words by Matt Beer, photography by Tom Richards
If you're going to buy a full size pick-up truck, then you may as well choose the burlier 1-ton version with all power and heavy duty suspension. Plow through obstacles, not around them. That's how I would peg the Norco Range VLT C1 against the other eMTBs in our Summer Field Test. This is the third generation of the Range VLT in just three years, proving how fast eMTBs are progressing and Norco’s commitment to keeping up with market trends and customer needs.
Norco reconfigured the frame so the battery could be removed from the down tube, which still uses a Horst Link suspension design, but the shock is now placed horizontally under the top tube rather than being vertically in line with the seat tube. This also opens up space inside the front triangle for not one, but two 620 mL water bottles on the size large and XL frames.
Norco reconfigured the frame so the battery could be removed from the down tube, which still uses a Horst Link suspension design, but the shock is now placed horizontally under the top tube rather than being vertically in line with the seat tube. This also opens up space inside the front triangle for not one, but two 620 mL water bottles on the size large and XL frames.
Norco Range VLT Details
• Travel: 180 mm front / 170 mm rear
• Wheel size: 29”
• Hub spacing: 148 mm
• Head angle: 63°
• Seat tube angle: 76.9°
• Reach: 475 mm (L)
• Chainstay length: 462 mm
• Sizes: S, M, L, XL
• Weight: 25.76 kg / 56.8 lb (w/ control tires)
• Three battery options including 900 Wh
• Price: $9,648 USD (as tested)
• norco.com
• Travel: 180 mm front / 170 mm rear
• Wheel size: 29”
• Hub spacing: 148 mm
• Head angle: 63°
• Seat tube angle: 76.9°
• Reach: 475 mm (L)
• Chainstay length: 462 mm
• Sizes: S, M, L, XL
• Weight: 25.76 kg / 56.8 lb (w/ control tires)
• Three battery options including 900 Wh
• Price: $9,648 USD (as tested)
• norco.com
The Range VLT is the burliest eMTB in Norco’s garage, wielding a 180 mm travel fork and 170 mm of rear wheel action via a coil shock. Our C1 trim comes in at $8,399 USD, without a battery. Customers get a choice of 540, 720, or 900 Wh batteries for $850, $1,050, or $1,250, respectively. One could even purchase two batteries to suit their ride times or reduce the overall weight of the bike. Each battery differs by about 800 grams, and our size large bike, equipped with the 900 Wh battery, tipped the scales at almost 26 kg.
Shimano covers everything from the drivetrain to the brakes on this build with a mix of XTR, XT, and SLX shifting, paired with the EP8 motor. The cable management and display integration was quiet and tidy, but the rattle from the Shimano EP8 motor and Ice-tech brake pads did add up to a lot of noise while descending.
Moving along, the Range VLT rolls on sturdy Maxxis Assegais, with a Double Down casing (swapped for control tires), and DT Swiss E1700 hybrid wheels featuring Centerlock style hubs. It would have been nice to see 220mm rotors front and rear on this bike, considering the extra mass that needs to be slowed down.
Like other bike families under the Norco brand, the Range VLT is said to use their Ride Align geometry to tweak more than just the stand over and length of the front triangle to meet rider height requirements. There are four frame sizes to choose from to fit riders 155 to 193 cm. Although the seat angle does get steeper as you move up from 76.2º on the size small to 77.2º on the XL, the head angle remains unchanged at a relaxed 63º, as do the lengthy 462 mm chainstays. Our size large frame had a reach of 475 mm and a tall stack of 641 mm.
All of the Range VLT’s progressive geometry numbers, weight, and longer travel did prove to be ground-hugging, but that wasn’t such a terrible thing. The Range felt the most stable and planted, which has a trade-off for quick handling. However, I didn’t find at any point that amount of travel held it back, even in tighter terrain.
Climbing
The upright seated position and long travel chassis wanted to go through things instead of over them. It made for a stable and comfortable ride, translating to a safe feeling with lots of traction. With that said, sometimes I found the coil to be so sensitive that even with the climb switch closed there was a fair bit of suspension movement. Luckily, the steeper angle kept the climbing position forward and upright. The amount of cushion that the Ergon SM-10 E-Mountain Sport provided added to this experience, making it easier to deliver consistent power without oscillating the system across undulating terrain.
If there was one downside to this bulldozer style approach of climbing, it would be the overall length of the bike. That long rear center and slack head angle require a heads-up approach, looking further ahead than usual to navigate a clean line up a climb. It has the gumption, but requires a bit of planning.
Descending
Pointed downhill, this big rig eats anything in its path. Sorry, little Sun Peaks gopher!
The same reassuring feeling that the non-motorized Range's low center of gravity and short dropped saddle height creates also applies to the VLT version. Whether you are a beginning or expert level rider, the Range VLT's travel and high stack put you in a more upright rather than hunched over position. One of the biggest benefits of this is the relief it provides tired arms on long descents, since it's easy to relax and let the bike do the work.
What those long chainstays do for straight-line speed compromised the time it took to lean the bike from side to side in chicane-style turns.
Pointed downhill, this big rig eats anything in its path. Sorry, little Sun Peaks gopher!
The same reassuring feeling that the non-motorized Range's low center of gravity and short dropped saddle height creates also applies to the VLT version. Whether you are a beginning or expert level rider, the Range VLT's travel and high stack put you in a more upright rather than hunched over position. One of the biggest benefits of this is the relief it provides tired arms on long descents, since it's easy to relax and let the bike do the work.
What those long chainstays do for straight-line speed compromised the time it took to lean the bike from side to side in chicane-style turns.
Timed Testing
Previously featured in a Canadian National Enduro round, our timed section of trail was primarily made up of tight, fast corners with square edges rocks and roots. This offered the longer and heavier bikes a chance to show how their brute stacked up against the more spritely ones in the bunch.
Going fast isn't everyone's number one goal when choosing a bike, but it is one more metric we can use to differentiate the bikes in test.
Matt Beer: "Straight line speed is where the Range VLT really shines. The long rear center and supple suspension track extremely well. Once you add a battery and motor into the equation though, changing direction quickly can become a task, which could have contributed to the fact that the Norco came in 4th place (out of 4) during timed testing."
Those long seatstays are not connected by a bridge near the rocker link pivot, which were a bit concerning at first glance, but I never found the rear end to flex, even with the extra heft of the motor and battery through off camber roots or choppy corners. That Horst Link driven coil shock delivers impeccable sensitivity in those situations. It was close, but it couldn't top the Yeti 160E for the full meal deal of sensitivity, support, and that feeling of being propelled forward with the Sixfinity suspension design. The Range's progression was a little low towards the end of the stroke, leading to more frequent bottom outs on the 450 lb spring, but it took quite a big hit to get through all 170 mm of travel. Pushing into berms or lunging up steps was predictable because the rear shock didn't blow through the travel.
If you have the courage to attack unimaginable climbs and equally disconcerting chutes, the Range VLT will have your back. Yes, it will take more commitment to lean it into corners strongly and some negotiation on narrow uphill tracks, but it has the wheelbase and grip to keep you rubber side down. No matter your skill level or local terrain, I think extra suspension and aggressive angles offer the best package to attack and feel confident on a variety of terrain.
Pros
+ Geometry and longer travel gives confidence and rewards higher speeds
+ Saddle and seated riding position allow smoother power input over undulating terrain
+ Suspension is very active under braking and over small bumps
Cons
- Overall weight and long chainstays (on all sizes) reduce agility at slow speeds
- Shimano EP8 motor and finned XT pads is a noisy combo
- A 220mm rotor would have been a better match for the bike's weight and potential speed
The 2021 Summer Field Test was made possible with support from Dainese apparel and protection, and Sun Peaks Resort. Shout out also to Maxxis, Garmin, Freelap, and Toyota Pacific.
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I do think that there will come a question of whether these bikes belong on most trails. If a motor is giving you a 100 watt boost + whatever you can come up with (even someone relatively unfit should be able to pedal away at 75-100+ watts without too much issue) then I think it is reasonable that you should share in the trail goodness. If you can use this thing to fling dirt and rocks as you scream up hill faster than the fittest XC racer during an all out sprint, I'm not sure I agree that you belong.
I'm sure you are all correct about COVID having some impact. However, the population of our town is ~20K people, and it is typically a tourist destination in the summer. I suspect that the number of riders (and rides) probably averaged out when you consider that tourists were not supposed to be here over that period, but for sure more locals got into the sport too. With the small population, though, I'm not sure there are enough locals to have a significant impact, even with more people riding.
I'm wondering about e-bikes being the difference maker, because I am thinking in particular of the more advanced of our two riding areas. You don't do the somewhat punishing climbs if you do not want the bigger, more technical descents. There are no beginner-friendly trails in this area. However, e-bikes make the climbs less punishing for those who have the skills but not necessarily the fitness/motivation to grind their way up. Narrowing it down to the one trail that made me really start wondering, it's a climb trail. It didn't see this much wear when Singletrack 6 used it as part of their route a few years ago.
E-bikes also make trail maintenance a lot easier, so you have to factor that into the equation.
NB. This is not a dig at you, it is a general observation :-)
This!...And newbies, skidders, drifters, crashers, etc..you're ruining OUR trails.
Long Live Ebikes!.. Luv'em
This.
It’s ironic that people who would consider brakelessly blowing up a berm to be the height of skill would also chirp about emtb trail damage.
Glorified on one hand, and vilified on the other.
The last 2 years have seen unheard of amounts of traffic from all users groups. COVID slowed trail work, and the insanity of trail systems around here drove people to more distant trails they normally wouldn't have driven to for a day ride.
Side note: for everyone wondering about shreddits and Strave, you may not even be aware that you’re doing it, but that style of argument is literally called "whataboutism", and is based on a logical fallacy. Those may be legitimate issues that also warrant discussion, but they are not relevant to the topic at hand. No judgement. I only recently learned this, and have been guilty of it too.
en.wikipedia.org/wiki/Whataboutism
Perhaps have Ebikes pay an annual registration like other motor vehicles that go into trail maintenance and park services.
Other options is No Passing allowed on tight singletrack climbs or only allowed on wide double track or fireroads. Descending there is not much of a difference in speed or additional trail damage as a 240lb bike plus rider and a 220lb bike plus rider.
If someone is blowing passed people on tight singletrack it's not the ebike's fault. It's the a*shole riding it.
PB Comments section rejoice. Tomorrow will be interesting.
My Orbea Rise is so much fun and rides so similar to an analog bike that the KTM is getting pushed deeper and deeper into the garage.
"'I could buy a motorcycle for that!' Which, he [Pivot's CEO Chris Cocalis] agrees, is true. 'But does any motorcycle with a carbon frame, carbon wheels and suspension components on par with what comes on a high-end mountain bike even exist? Yes, it does. It’s called the Ducati Superleggera V4. It matches up quite well — and it costs about $100,000.'"
* How dare you
* Inspirational and brave
* Swedish
(Assuming you were referring to Greta Thunberg. If not I'm going to look a bit daft)
Not trying to throw rocks at glass houses here... I own both a 500 EXC and an E-bike... but let's not shape our argument incorrectly to fit our believies.
However, Motos tearing up steep grades makes for some of the BEST short 'n' steep DH tracks!
The Superleggera V4 is a roadgoing hyperbike - he’s disingenuously plucked the most expensive, road-going production motorcycle as comparison lol. Try seeing what a top-of-the-line dirt bike from the likes of KTM would cost you out the door. The KTM won’t have carbon parts (which BTW isn’t THAT many times more expensive than metal, despite what manufacturers would have us believe), but it will be made up of like a gajillion more parts.
It was this part of the article (that I quoted above) that got my attention, and I realized he really doesn't have an argument to justify high prices. An iPhone is a piece of technical wizardy–far beyond the mechanical simplicity of modern MTB's:
"Cocalis says that it’s not fair to compare cars and bicycles — or even motorcycles and bicycles — because the bike world innovates on a pace that’s a lot closer to that of iPhones than that of motorized transportation. New bike designs and bike components debut annually. Meanwhile, you can look at the suspension parts on a car, and they’ve gone virtually unchanged for years. Car body styles iterate about every three years, but engines might remain the same for a decade or more."
p.s. you should link to that article you’re quoting from (with Cocalis), pretty sure not everyone will have read it, and most folks will be too lazy to do a copy n paste search heh
www.gearpatrol.com/outdoors/a691720/bike-price
Chris probably shouldn't have agreed to talk either. lol:
"Also, I wasn’t shocked to find that, despite having reported on the bike industry for over a decade, most spokespeople at bike brands, parts makers and tire manufacturers wouldn’t talk at all. Not on, or even off the record.
Think about why. The very premise of this question is that bikes are expensive. The moment you open your big fat gob, you’re agreeing that yes, paying the amount that a decent used car costs — $5,000 to $10,000 and beyond — qualifies as 'expensive.'"
900 wh make complete sens for bigger rider, as need more juice to get to the top. But a 150 lbs fit rider won't need it and is probably better with a KSL or Orbea.
Matt is obviously a well versed ripper , with a resume to back that up, but dollars to donuts if he was primarily an emtber that was testing mtbs his emtb times would be closer to the mtb. How much is hard to say. Im quicker most places on my mtb but only by a small margin. With the blown out beach sand this summer, loose baby heads or high speeds the emtb can be faster.
My medium decoy is atleast 55lbs with 180 fox 38, cc db coil, dh tires w liners because i with E i can and its still the best xc, trail , alpine, tech climbing bike ever and eats up dh trails very close to the somipar travel enduro bike.
I blew the e8000 motor last year after 1700km(warrantee one now has over 3k kms and going strong) just as the lifts started spinning. 50ish days on the 55+ lb eeb spinning lift laps and the weight is more comfortable than not. At this point my enduro bike laps and emtb laps are close to even in the last 2 years and its more adjustment getting back on the emduro bike after the emtb than going from the mtb to the emtb, but the adjustment is quicker now. Emtb is so stable and relaxing when youre adapted to the weight and used to your bike. Decoy flys off jumps a little further and doesnt get taken by the wind. Slower speeds on new trails i can tug on the mtb easier and make some things that its hard to tug on the emtb. Trail knowledge or a little speed and the emtb clears things quite ez.
Bigger guys are ok with this range vlt 9er with the 462mm cs. Norco should have a flip chip and chainstay chip to alter for mullet and shorter cs both , especially for small and medium.
900w is a cool feature that id use but half the time my 540w would be preferable. 630 with an extender battery in a bottle cage would be best maybe.
Another thing testers might have missed is i run my bars higher and a touch wider for slow tech up and down because you have assist on the climb i dont want to have to reach and i want more leverage/balance in dlow speeds. Also if youre reviewing the climbing with the seat up youre doing it wrong. Emtb climbing will add a focus on climbing with the seat slammed and your body weight super low so you dont loop out in boost. Elbows super bent to keep the front down and ass out over the rear wheel to keep traction with little for aft movements keeping both those things in check.
Which brings me to the linger headtubes and higher bars. Emtb's will have slightly shorter reach to accomodate for the added cs and keep the wheelbase similar to the non e version. Longer cs, shorter reach adds weight to the front so the higher bar takes wieght off the front to compensate, in effect keeping the movements similar. Mullet does help the movement too. The long cs also helps climbing steep tech. Norco has a nice bike. Well balanced. For a medium, my size, id want a mullet and around 445 cs though. Prob next year theyll have another swingarm for small medium
If you give me a fairly steady stream of +50-100w, I can easily generate the extra 75-200w, and reduce my overall exertion tremendously. In fact, that level of output would allow me to easily double up my daily ride miles in a similar amount of time, and would presumably result in an all around lighter bike that both acts more like a normal mountain bike and does less damage to trails.
I'm not sure what the actual power levels would be. But an average guy with +50-150w, is really just as fast as a fit racer, or maybe just what they were "back when they were in shape".
500w peak + even an out of shape person is a fair bit of power. Same with the 250w average.
And, I ride a very heavy bike on the regular (~36-37lbs). But the thought of riding a 55-60lb ebike doesn't sound super appealing on the downhills at the moment. But a class "0" ebike that was in the 35-40lb range (like the Rise, and Levo SL), sounds more approachable to me at the moment.
I don't get how Norco can be so greedy here with their Sight VLT & Range VLT ? Here is a comparison between the entry level Norco Sight VLT and some of the competition bikes which are far from their entry level version at this price level :
Sight VLT A2 (720W) 8698$ CAD : Alu frame, Rockshox 35 Gold, Rockshox Super Deluxe Select+, Shimano MT420 brakes & Shimano Deore derailleur
Giant Reign E+ 1 (750W) 9299$ CAD : Alu Frame, Fox 38 Factory, Fox Float X2 factory, Sram Code R, Sram X01 derailleur & carbon wheels....whole package being only 600$ more expensive
Trek Rail 9.8XT (625W) 8999$ CAD: Carbon frame, Zeb Select+, Super Deluxe Ultimate, Shimano SLX brakes, XT derailleur....package being 300$ more expensive
Norco really stepped up their game selling you a 9000$ bike with an RS 35 Gold, MT420 brakes & Deore derailleur...Trek & Giant will be happy to sell you bikes with such specs, but only 3000$ CAD less expensive
The FTP of your average cyclist (how much power in watts they can sustain over an hour long period), is somewhere in the 200-300w range for most people. Most people can peak in the 500w-1500w range as well.
So a class 1 ebike is essentially like giving you the power of an average cyclist, in addition to your own strength/fitness, whatever that is.
Now that I think about it, a class 1 ebike is kind of like a single seat tandem bike, where the additional power comes from ~20lbs of motor and batteries, instead of ~130-200lbs of backseat driver
But a 900Wh battery with a motor that has a 250W continuous power output. (500W peak).
I wonder what the efficiency is of that motor and drive
I would have thought a target of 75% minimum, with an ideal of 86% depending on what power control method they are using.
This point was my experience test-riding an e-bike as well. The bike felt sluggish and heavy, and was much harder to turn, much less carve on than a normal bike. People used to say this about 29ers as well, until bike manufacturers figured out the ideal frame geometry for the larger wheel size. I'm unconvinced this will happen with e-bikes though, since they weigh so much more than a non-powered bike. I've had a number of experiences where I've passed e-bikers going downhill because I think the bikes are fairly ungainly on tight and rough singletrack.
no hate, just not interested...
That said, sure - more choices is better. I have a dual battery setup on my Orbea Wild and I could choose to load myself up with as little as 500Wh or as much as 1625 Wh depending on how much time I'm willing to spend getting things ready and how much weight I want to deal with.
Didn't we all stated that the electrified stuff should please appear exclusively on e-pinkbike???