REVIEW: THE ALL-NEW SANTA CRUZ BRONSON

Since its introduction in 2013, the Bronson has been a versatile mainstay in Santa Cruz’s lineup and a favorite among many for anything from all-day epics to parking lot jib sessions. It would even take on some of the world’s gnarliest enduro races until the Megatower more squarely fit that role. Now in its fifth generation, the Bronson still retains its mixed-wheel design and 160mm/150mm of VPP-driven travel, but there have been some subtle tweaks and updates, including an XXL frame size, to broaden the bike’s horizon and make it an even more versatile one-hit-wonder.

The main change to the updated frame comes in the form of reduced anti-squat numbers and a re-configured VPP suspension layout. Compared to the Bronson 4, the anti-squat on the new Bronson 5 has been reduced from ~145% to ~120%, which Santa Cruz says was done to reduce pedal kickback on square-edged hits, maintain an active suspension-feel while pedaling up and across technical terrain, and help increase descending traction and reduce pedal kickback. The lower VPP link has been moved slightly lower and more forward in the frame to help optimize the anti-squat, and there is now a window on both sides of the frame to help increase shock access. Other frame details include the latest version of Santa Cruz’s Glovebox in-frame downtube storage that features an updated latch and panel system that is lightweight and resistant to the elements. There is standard internal cable routing for the drivetrain, dropper post, and rear brake on C Carbon frames, but CC Carbon frames lack cable routing for the drivetrain and will only be compatible with SRAM’s wireless drivetrains. Santa Cruz has also added an XXL frame size to accommodate those on the taller end of the height spectrum and has gotten rid of the XS frame size. Just like the previous iteration of the Bronson, a flip chip at the lower shock mount allows for subtle changes to the geometry to help tailor the bike to your riding style and local terrain.

Looking at the geometry, there have been some subtle but effective changes to help get more performance out of the frame. Reach numbers were bumped up slightly, ranging from 435mm to 525mm, and the head tube angle was slackened to 64.2/63.9 degrees depending on the flip chip setting. Chainstay length was also bumped up by 5mm, and, just like the previous Bronson, grows with each frame size to maintain the balanced geometry across rider sizes, and the effective seat tube angle ranges from 77.6 degrees to 78.4 degrees. The 5th generation Bronson continues to roll on a dedicated mixed wheel setup to give it a balance of stability when speeds pick up and a playful feeling when you’re bouncing down the trail seeking out side hits.

Santa Cruz is offering the new Bronson in five different build kits to hit a range of price points and rider preferences, all of which are built around either a C or CC carbon frame and come with Maxxis EXO+ tires. The base C R build comes with a RockShox Lyrik Base fork, Fox Rhythm shock, SRAM NX Eagle drivetrain, and DB8 brakes. The next step up is the C S build, featuring a Fox 36 Performance fork, Floax X Performance shock, mechanical SRAM GX drivetrain, and a OneUp V3 dropper post. The C GX AXS spec, as the name implies, is built around SRAM’s GX Transmission and Maven Bronze brakes, Fox Performance Elite suspension, and Reserve 30 SL rims laced to DT Swiss 370 hubs. Bumping it up from there is the CC XO AXS build, which features a CC carbon frame, Fox Factory suspension, SRAM XO AXS Transmission, Maven Silver brakes, and Industry Nine 1/1 hubs. Topping out the range is the CC XO AXS RSV, which features the same components as the previous build except for a set of Reserve 30 HD carbon wheels to make it a lightweight yet durable workhorse.

ON THE TRAIL

We had a chance to throw a leg over the new Bronson up at Crankworx Whistler earlier this summer. Santa Cruz strongly suggested keeping the shock open for the short ride that consisted of a steep, loose forest service road, some steep singletrack with a few techy sections, and descent with a pleasant variety of flow and tech. Mostly obliging with the request, but switching the shock back and forth a couple of times on climbs to decipher the difference between settings, the Bronson did pedal nicely with the shock fully open. However, closing the shock did seem to provide a firmer pedal platform on the steep and loose climb without losing any noticeable traction. Once on singletrack, having the shock open didn’t seem to cause any noticeable shortcomings on pedally trail sections.

Descending on the new Bronson was a breeze. While hard to form a solid conclusion of the bike’s character by riding it down a single, foreign trail, it’s safe to say that there weren’t any obvious shortcomings with the Santa Cruz’s latest mixed-wheel offering. It dipped into turns nicely and almost immediately found a neutral and predictable stance upon the exits. Jibbing and jumping the Bronson highlighted its playful side, and it didn’t get squirrely in the humble air time or accompanying landings. The only thing of note, which was stated by a fellow editor, was that the front end felt a touch “wide”. The first assumption was a bar wider than the standard 800mm, but that wasn’t the case. More time will need to be spent on the Bronson to figure out if this was simply a specific feel on unfamiliar trails and a brand-new bike or if it’s a lasting characteristic of the latest rendition of the all-mountain ripper.

For more information and all the nitty-gritty details on the 5th generation of the Bronson, head on over to the Santa Cruz website.