First Ride: Santa Cruz's New 5010

If you're not into the Purple People Eater look, you can get the carbon or aluminum 5010 in black, too. The Furtado is the exact same frame in carbon and aluminum, but it's sporting Juliana-branded touch points and a burgundy finish.






Similar Lines, New Frame

The third iteration of the 5010 looks a lot like the second version of the bike... and the first version, too. But while the lines sure are similar, it's a whole new frame from headtube to rear axle. The most obvious difference between the V3 5010 and its predecessors is the rear triangle's dual uprights - V1 and V2 had a single upright on the non-drive side; Santa Cruz says that the new rear-end is ''stiff, stout, [and] evenly distributes forces going through frame/suspension.''

I've spent a brief amount of time on the previous version of the 5010 and it never once came across as needing more rigidity, but hey, more stiffness is more better, especially if you weigh more than a twelve-year-old.




Both of the counter-rotating VPP links are new as well, with the upper sporting a geometry-adjusting flip chip (more on that below) and the lower link being captured by the massive, stout-looking bottom bracket area of the front triangle. Santa Cruz sorted out their collet-style pivots years ago and the new bike is rocking those as well, so it's also no surprise to see their lifetime bearing replacement extend to the V3 5010.




Longer, Slacker, and Adjustable Geometry

During my drive down from Squamish to Bellingham, Washington, to sample to the new 5010, I found myself wondering exactly what sort of treatment Santa Cruz gave the third version. One doesn't need to have the gift of clairvoyance to correctly assume that the list of updates will include a longer reach, a slacker head angle, and a steeper seat tube angle. That's partly what the 5010 saw changed during its first revision back in 2015, and it's also what's happening in 2018.


Just for some perspective, let's go back to the 5010's debut in 2013. Back then, the bike had a 68-degree head angle, 73-degree seat angle, and a 426mm reach on the large-sized frame. Jumping ahead two years and the second-gen 5010 is rocking a 67-degree head angle, 73.8-degree seat angle, and the large frame was bumped up to a 445mm reach. Y'all don't need a crystal ball to know what's coming next: version-three gets sprinkled with the strongest slacker, longer spice yet for a 66.2-degree head angle, 74.9-degree seat angle, and a 456mm reach on the large-size 5010 with it in the 'Lo' geometry setting.

Yup, there's a new geometry adjusting chip system in the top link that, much like the chips used on some of Santa Cruz's other bikes, lets you choose between 'Lo' and 'Hi' geometry settings.





I'm definitely more of a 'Hi' kinda guy, too, so the slightly steeper 66.5 front end, 75.2-degree seat angle, and 4mm taller bottom bracket (at 334mm) are probably more my jam. Interestingly, Santa Cruz was thinking more about tire size than anything, with the idea being that a rider can use it ''for optimizing geo for bigger tires.''

But really, 4mm difference? I mean, that's basically nothing, I said to Josh Kissner, Santa Cruz Product Manager. ''Sure, yes it's minor, but we're shooting for perfect here! If we find a bottom bracket height we like (which we nitpick quite a bit), we want to make sure everyone can get there - regardless of tire size,'' was his reply to my skepticism. ''4mm is more than it sounds - like the difference between 170mm cranks and 175mm cranks as far as ground clearance goes. It's noticeable.''



But Can It Do 29'' Wheels?

No, no it can't. The press release pack refers to 27.5'' wheels as ''The fun-sized wheel size,'' but I sure do have fun on 29'' hoops, too. So, if you're going to make it tuneable to get the most out of the bike regardless of tire size, why not go all the way and build-in enough adjustment for riders to use 29'' wheels?





Revised Suspension

Rather than import V2 5010's suspension layout onto the new bike, Santa Cruz took the time to make some changes to the how the rear end performs. ''Instead of the slight falling rate that the V2 had, this one starts basically flat for the first 30% of travel and then is progressive for the last 70% of travel,'' Kissner explained to me. ''The flat rate instead of falling helps with traction and small-bump feel while making the midstroke more supportive.''

The rate is also a touch more progressive in the 'Lo' setting than it is in the 'Hi' as well, which is a byproduct of the adjustability that probably makes a lot of sense.









In an ideal world, I would have had the first, second, and third-gen 5010s all lined up to better understand the bike's evolution, but that'll have to come down the road as my introduction to the latest version was really just a solid day spent pedaling around in the woods of Bellingham. Our ride was about three hours long and while the climbing wasn't overly technical, there was definitely some singletrack ascending - and just as much descending, roots, rocks, some steep bits, and plenty of fast stuff, too. Also, I have to give a shout out to Santa Cruz for introducing the 5010 and Bronson this way - on terrain familiar to Kaz and myself - rather than organizing a press camp as is usually the case. Evaluating a new rig on blind trails that are often not worthy of whatever bike we're on, which is often the case, doesn't do it or us any favors. This, though, is how to do it.

My thoughts on the new 5010 after three hours could be summed up as such: It simply feels like a solid, do-all-the-things trailbike that's more well-rounded than just being focused on one task like, say, pretending to be a mini enduro rig or a long-legged cross-country greyhound. I pointed it down some steep lines and it felt right at home; I pointed it up some rooty climbs and it felt right at home; I spun it up some boring gravel roads and it also felt right at home.




The day was dry and dusty, yet not once did I find myself hoping for traction and not finding it. And the suspension, which I spent a grand total of three minutes setting up, asked nothing of me after I initially adjusted the spring rate pre-ride, which tells me that it's not a bike that's going to require a whack of volume spacers or have trouble using all its travel. To that point, I cased some jumps, smashed into some stuff, and landed so flat once that I was reminded of how fifteen-year-old Levy loved to launch off of loading docks with paved uphill ''landings.'' Ah, simpler times. Issues? Nada. I used all the travel, sure, but you're supposed to, and there was zero clanging.


So, my take on the new 5010 is that it's all-around-ness is going to be a great asset to a lot of different riders who ride different kinds of trails. Yes, I'd prefer if it had 29'' wheels, but I can't fault the bike after riding it - I wouldn't quite say that it's fun despite the 27.5'' wheels, but I also don't believe that it was more fun because of them. You could over-fork it a bit and turn it into a mini-shredder, or keep the front-end at 130mm and have a fun, capable trailbike. I'd be happy pointing it down some sketchy shit, but I'd also be happy to be on it while trying to survive a death march, which is probably the best compliment for a bike of this kind.

---

---

Posted In:
Reviews and Tech First Looks First Rides Santa Cruz Bicycles