Santa Cruz Bronson CC X0 AXS RSV review: a predictable and smooth ride feel blended with thrilling cornering agility

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Santa Cruz Bronson CC X0 AXS RSV ride impressions

I tested the Santa Cruz Bronson on my local trails in Scotland’s Tweed Valley.

From the rolling hills of the Southern Upland Way and purpose-built Glentress trail centre to the off-piste enduro runs at the Golfie, the bike got a thorough workout, befitting of its trail/all-mountain intentions.

Setup

Getting the Bronson set up was pretty easy.

For my 75kg kitted-up weight, I inflated the fork to 85psi and left the two factory-installed volume-reducer spacers in the spring.

Using my experience with the previous-generation GRIP2 damper, I initially set the new GRIP X2 damper’s low- and high-speed rebound and compression damper adjustments to fully open.

During the shakedown ride, I added +5 clicks of low-speed compression to help prop up the front end.

At the rear, I inflated the shock to 190psi and left the stock volume-reducer spacer installed, which gave me 15mm, or 29.5 per cent, sag. I fully opened the low-speed rebound adjuster. After the initial test session, I added +3 clicks of low-speed compression damping.

Satisfied, this is how I left the fork and shock for the duration of the test period.

The Bronson’s EXO+ casing Maxxis tyres are suited perfectly to the bike’s intended use. I inflated them to my preferred pressures – the front to between 24 and 26psi and the rear to between 27 and 29psi.

Santa Cruz Bronson CC X0 AXS RSV climbing performance

When you’re pedalling seated, the Bronson’s suspension feels taut, barely dipping in and out of its travel with each stroke.

This feels very rewarding; your effort isn't wasted on suspension movement and the bike has an urgency about it that defies its MaxxGrip/MaxxTerra tyre combo and travel figures.

Stand up to crank and there’s some movement; the rear shock dips in and out of its stroke. A small amount of bob is hardly unexpected for a 150mm-travel bike, and the amount the Bronson has – in my experience – is negligible.

At odds with the efficiency is the rear end’s suppleness over smaller bumps; it’s eager to compress and absorb embedded rocks and roots, even when you’re putting down maximum power. Comfort and grip are excellent.

This spot-on blend of characteristics gives the Bronson plenty of scope to tackle all-day backcountry epics, as well as winch-and-plummet laps on your favourite downhill tracks.

Compared to the previous version, the seat tube angle feels steeper on the trail. Your hips sit further over the bottom bracket, upping seated pedalling comfort and efficiency, and further boosting climbing performance.

But there’s more at play than a steeper seat tube angle; a longer rear end improves its balance by bringing your weight further forward between the wheels.

While the 5mm difference between the outgoing Bronson and this new one is hardly dramatic, it’s an important one. With more bike behind you, accidental weight shifts have a smaller effect on traction and steering accuracy; as your body moves, neither end goes too light.

You can move your body deliberately over the bike to feed in rear-wheel grip or front-end traction without the other being negatively impacted. Most helpful on especially steep or technical ascents, you don’t have to jostle with the bike to keep it under control.

The overall feel is archetypal of a mixed-wheel bike; the bar is tall and the rear end feels low.

When seated, this makes it feel like you’re riding the crest of a wave. Your hands and the bar are aloft and the rear end hunkers down.

While brilliant for comfort – because most of your weight is concentrated through your sit bones – it blunts the potential speed gained by the efficient rear suspension.

You can’t get your body as low and aggressively positioned on maximum-effort sprints, especially compared to bikes with more trail-focused geometry with the same travel.

The Bronson's enduro bike DNA gives it a more relaxed demeanour when ascending, but reasonable pace remains accessible thanks to its relatively low weight (14.95kg) and suspension performance.

Santa Cruz Bronson CC X0 AXS RSV descending performance

On the downhills, the Bronson’s tall front end and squatted rear mean most of your weight is placed through your feet rather than your hands.

You stand upright behind the bars and feel ‘in’ rather than ‘on’ the bike; you don’t need to crouch down into the frame to increase confidence and control in gnarly sections.

With loads of security to push against in steep sections or to drive grip and control in turns, loading the front end appears to be a consequence-free affair.

Straight-line speed and stability are also impressive. The tall bar and a longer rear end culminate in a planted feel and it can be left to gallop on faster sections of straighter trail. It sits into the terrain and tracks your chosen line well, requiring little to no rider input.

Jumping into a quick succession of turns makes the playful agility rise to the surface. It feels eager to switch direction and lean into corners; simply dip your inside elbow and shoulder, and the bike follows obediently, carving a predictable radius.

Lean further and the rear end breaks traction steadily, transitioning from grip to slip at the same point each time. Once it’s drifting, small weight shifts hold it in a slide, resulting in an engaging, fun and surprisingly fast way to corner.

Keeping it on the edge of grip isn’t like solving a Rubik’s Cube; accessing slides is fun and uncomplicated, plus very repeatable. If it gets too rowdy, simply reduce how much pressure you’re putting into the back wheel and smooth, drift-free turn radii are restored.

The VPP suspension has an inert, muted feel that adds to the bike’s overall ride. Although it tracks the terrain well and takes the sting out of all bump types, it’s not hyper-active or super-responsive.

Without oscillating through its travel on every bump and tracing the terrain with pinpoint accuracy, it creates a calmer feel with a predictable ride.

Hammer into rough, choppy terrain and you’ll get little protest; it smooths out the bigger hits with a bottomless feel. Here, pushing and pumping vertical, stepped backsides or deep holes generates speed rather than sapping it.

The suspension’s inert feel prevents you from getting sucked into compressions.

It’s very adaptable, too. Letting the bike do the work is just as rewarding as driving and pumping the terrain – you can ride the Bronson how you want to and it adapts, fading neutrally into the background.

With plenty of progression and low-speed compression damping on tap, its geometry is maintained well. The amount of support is impressive.

On the brakes, the rear end remains active enough to tackle small to mid-sized bumps without breaking a sweat. Hammering on the anchors doesn’t cause the suspension to lock up and the wheels to skip.

Embedded rocks – of the type found on worn trail-centre surfaces – are absorbed well, providing both grip and comfort when you’re off the brakes.

Riding unsympathetically into large square-edged hits reveals a chink in the VPP suspension design’s armour, though.

Large, successive bumps aren’t absorbed as well by the suspension; instead, the wheels, tyres and frame are left to blunt these negative inputs and prevent them reaching the rider.

While the ride isn’t rough, you certainly know when you’re pushing the Bronson’s limits.