I had the opportunity to try the 5010 in the Utah desert, where it was pitted against extremely dry dirt, sharp rocks, twisty descents and punchy climbs – basically the perfect terrain for a bike in this category.
• Wheel size: Mixed 27.5″ / 29″
• Travel: 130mm, 140mm fork
• Carbon C & CC, aluminum
• 64.9º or 65.2º head angle
• 76.8º seat tube angle (size L, low)
• 437 mm chainstays (size L, low)
• Sizes: XS, S, M, L (tested), XL, XXL
• Weight: 31.0 lbs / 14.1 kg (size L, GX AXS construction)
• Price: $5,299 – $10,649 ($9,699 depending on testing)
Alongside the Santa Cruz 5010, the women’s Juliana Furtado was also released today with almost all the same details: the build kits are comparable, the main differences being that the Juliana Furtado comes in the “Matte Aquamarine” colorway. , comes stock with 760mm rather 800mm bars and is only available in sizes XS, S and M. Like the rest of the Juliana range, it will also come with a shock tune aimed at lighter riders, compared to its Santa Cruz counterpart. (Size is why I’m on a Santa Cruz over a Juliana, as I ride an L-frame.)
Between the 5010 and the Furtado, there are three colors in total: Matte Nickel, Gloss Red and Matte Aquamarine.
The 5010 looks a lot like the previous edition, with the lower link driven VPP system that marks nearly the entire Santa Cruz line. We also see the same in-frame storage box that has appeared this year so far on the new Megatower, Hightower and Nomad models, and has now made its way to the 5010. There’s plenty of room for tools to inside the generous storage compartment, and Santa Cruz includes two padded pockets – a tool holder and a tube holder – to keep the contents of the box quiet and secure. The box has a spring-loaded latch, which can be a bit difficult to operate with gloves on, but it stays shut and has a water bottle holder on the lid.
The bike has the same internal cable routing, frame protection and UDH compatibility as the last version, although it comes with Santa Cruz’s own version of the derailleur hanger. Chainstay length and seat tube angle vary throughout the size range, as does frame stiffness to keep the bike consistent across the range.
Boost spaced rear fits a maximum tire size of 27.5″ x 2.5″. The bike also fits post-mount 180mm rotors and has ISCG-05 tabs for a chain guide.
New to this edition, there is a small cutout on the frame to look into the shock tunnel and check for sag. On the previous version, the shock essentially disappears into a mysterious hole, and it’s hard to see the O-ring, so it’s nice that Santa Cruz has incorporated a little more friendliness into the suspension setup this time around.
There is also an aluminum version of the incoming frame, although I haven’t seen it yet, so it’s unclear if it shares all the same frame details as the carbon one.
The important details: clean routing and frame protection.
The glove box was a nice addition to the Santa Cruz frames this year, and the shock tunnel cutout makes the suspension setup a little less mysterious. Also – there is a flip chip, but that requires an allen key and an appreciation for subtlety.
As mentioned before, the biggest change here is the move to a 29er front wheel – a smart move on Santa Cruz’s part, I think, based on the mixed wheel sizing that’s becoming standard for many play bikes and versatile these days.
Like all bikes, this one slackened up front and gained a few millimeters of reach. The wheelbase has also increased by around 15mm – of course in tandem with the larger front wheel.
For those who appreciate fine tuning, Santa Cruz incorporates a flip chip that allows for 3-4mm bottom bracket height adjustment (depending on size) and 0.3 degree head angle adjustment. , although the high position also has a slightly higher leverage ratio.
Arrangement of suspensions
In an effort to improve the bike’s sensitivity at the top end of its travel, Santa Cruz lowered the anti-squat by 16% at its peak, keeping it significantly lower than the previous version over the first 100mm of travel. .
Otherwise, the suspension platform remains the same as on the previous 5010, with a straight line for a leverage ratio curve, which means the bike will accelerate steadily as the suspension compresses.
The Juliana Furtado shares all the same frame details, but is aimed at smaller, lighter riders.
Verification of specifications
The bike I’m testing comes with a GX AXS drivetrain, RockShox Super Deluxe Select+ shock, RockShox Pike Select+ fork, and Santa Cruz Reserve 30 HD rims.
The build kit is solid for a mid-level build, I’d like to see a top-level suspension at this nearly five-figure price of $9,699 (I’ve edited this article since I received info on the costs). That said, nothing handicaps this bike. The Maxxis DHR II Exo combo is a very reasonable tire spec for this bike, and the SRAM G2 brakes are more than adequate for a bike in this class – although given the bike’s downhill ability and the fact that there is only a 40 gram difference between the G2s and the codes. , it would be nice to see a spec with more powerful brakes.
Jumping on the 5010, I was immediately struck by the energy the bike felt while pedaling. While the geometry seems perfect for a comfortable all-day adventure rig and capable downhiller, the bike is efficient and quick, which makes me want to pedal harder to get places, but it seems to balance a part of its speed with a very cushioned feel.
Uphill, the 5010 has a bit more stability than some of its lightweight trail bike peers, with a slack head angle paired with a steep seat tube angle. The pedaling position is just above the bottom bracket – nice and sporty. On technical and gentle climbs, the bike is easy to place exactly where it needs to be.
Once pointed downhill, the 5010 likes to have fun. It’s much faster than most downhill-oriented bikes, but it’s very stable at high speeds. The main trade-off I noticed was that traction was a little harder to get downhill than on bikes with more Sensitivity – even with the anti-squat adjustments Santa Cruz made over the last version and the generally fairly damped feel of the suspension.
In some ways, the comfortable, aggressive geometry suggests it would be easy to over-commit to the gnar and go over the bike’s head. Although I didn’t experience this in terms of travel, I sometimes felt – as mentioned before – overcommitted when it came to traction. I don’t necessarily think that’s a bad thing; in fact, it’s pretty awesome that a short-travel bike could get me comfortable enough to get sketchy. In short, it’s a short-travel bike with a geometry that makes it a bit taller than the numbers suggest – another point in favor of stronger brakes to go along with the knobby tires and all-around capability. biking.
Bearing in mind that we’re still talking about a 130mm bike, the 5010 feels excellent in gnar-lite, playful trails that aren’t too technical but require a bit of forgiveness, and the low center of gravity and short the rear end makes it easy to rip around corners. Handling is very, very easy, and overall the bike does a great job of smoothing out the rough stuff without sacrificing its lively, efficient personality.