Hard-hitting lightness
The Merida Big.Nine review

The trend is clear: Rose, Mondraker, and Orbea are equipping their recently introduced race bikes with 120 millimeters of travel in the fork. Nevertheless, the Merida Big.Nine hardtail 2024 enters the market with a classic 100 millimeters of fork travel. Weighing in at 9.4 kilograms, it means business. Will that be enough to impress?

The new Merida Big.Nine is a classic race hardtail with 100 millimeters of suspension travel. And with this frame, Merida raises the Big.Nine up to the latest standard. To be honest: It was about time. The predecessor had already accumulated a noticeable layer of dust. Especially the geometry was no longer up to date. And with the relaunch, the developers addressed this issue head-on. In addition to details like the cable routing through the headset, the third bottle cage position, or the UDH derailleur hanger, the geometry of the new Merida Big.Nines represents the biggest change. But let’s go step by step.

Merida is one of the largest frame producers worldwide. In addition to their own bikes, the Taiwanese company also manufactures frames for many other companies. It is no secret that they have mastered the craft of frame building. With a weight of under 900 grams, despite incorporating aluminum BSA bottom bracket threads, Merida showcases their expertise in this area. For comparison, the Scott Scale RC, tested by us with a slightly lighter pressfit bottom bracket standard, weighed 933 grams. We weighed Roses PDQ frame at 1043 grams. Our test bike, identified with the 10K abbreviation, represents the top version of the Big.Nine series and has a complete weight of 9.4 kilograms (without pedals, tubeless, and in size M). A good value that demands compromises.

Merida knows how to build lightweight bikes. We already cleared that up in the previous paragraph. But the Taiwanese company doesn’t cut corners when it comes to standards either. Mechanics appreciate the threaded BSA bottom bracket for its easy maintenance. The rear axle and derailleur hanger standards are up to date. And with the 30.9 millimeter seatpost, there are plenty of options for upgrading to a dropper post later. A clever hidden mini tool under the saddle is a neat feature, although it’s missing a chain tool. What bothered us more, however, was that the frame is without a steering limiter. Especially with the low handlebars in the cross-country discipline, the frame can quickly sustain damage at the top tube in case of a crash.

When it comes to geometry, Merida has followed the mantra of “go big or go home”. Compared to its predecessor, the steering angle is 2 degrees slacker, the reach has grown by 3 (yes, THREE) centimeters, and the seat angle is noticeably steeper at 75.3 degrees. With the significantly shorter seat tube length, the seatpost can flex better. But more importantly, it allows for the installation of telescopic seatposts with more travel. Our comparison tool clearly highlights the differences from the previous model. It’s clear that the new edition has little in common with the old one. We can only congratulate the product managers for making the radical decision to change the geometry. This progress is very noticeable on the trail.

The athletic riding position perfectly suits the intended use of a race hardtail. The power transfer to the pedals couldn’t be more efficient. And racers also appreciate the well-balanced, not overly stable handling. Because on many race tracks, there are tight chicanes that need to be overcome. The geometry also leaves no room for criticism in practical tests. With its low total weight of 9.4 kilos, the acceleration is rocket-like. The lightweight Reynolds carbon wheels offer no resistance during acceleration. The Sram XX Eagle Transmission reliably and smoothly changes gears even under full load.

The 2.4-inch tires are substantial. While pedaling in the saddle, the rear tire offers plenty of comfort. And when going downhill, they provide good grip, despite their minimalist tread pattern, thanks to their high volume. The Rock Shox SID SL suspension fork performs sensitively, but it quickly reaches its limit on rough trails. With 100 millimeters of travel and a high seat post, the classic race bike concept is simply limited off-road. No matter how modern the geometry is, the freedom of movement is significantly restricted with the high seat. Even World Cup racers with excellent riding skills no longer compete without a dropper seatpost.

For many bikers who are not solely focused on competitive racing, the concept of the Merida Big.Nine may be too extreme. The uncompromising lightweight construction limits off-road fun with minimal suspension travel and a rigid seatpost. Our Rose PDQ review has shown that with minimal additional weight, a hardtail can be significantly more versatile. The Rose PDQ weighs 600 grams more than the Merdia Big.Nine in its high-end version and is also capable of handling slightly rougher trails without spoiling the fun. With a total weight of exactly 10 kilograms, the PDQ remains an option for racers as well.

As with all our tests, we don’t just provide in-depth insights into the details. Unlike any other media, our innovative and completely objective testing system allows us to provide you with information about the complete model lineup. And at a price of €9499, it’s clear that our test bike is intended for a very exclusive clientele. However, the €3000 version with Shimano XT components, weighing only 10.2 kilograms, may indeed be the better option for many. Taking a closer look at the details is worthwhile.
By the way, here’s a complete buying guide for race bikes.