Santa Cruz Bronson 5 Review

The Santa Cruz Bronson remains the rowdy bike in the American lineup in its latest iteration. It may look similar to other Santa Cruz bikes, but our test shows that it prides itself on being different.

Even though the overall rear suspension system remains the same, this is where the biggest change lies compared to the old Bronson. The shock is positioned even lower and the pivot points for the rear suspension have been completely redesigned. This not only lowers the center of gravity for the entire bike but also changes the rear suspension characteristics.

Also new is the window in the shock area. It may sound like a minor detail, but it makes setup much easier because you can finally read the sag shock properly. Additionally, the engineers have, of course, tweaked the geometry.

When it comes to geometry, Santa Cruz deliberately takes paths away from the mainstream. The head tube is significantly longer than on other 160mm bikes. The chainstays grow with each frame size, and the stack is higher than the competition. This results in a relatively upright seating position, with a more upright stance behind the handlebars on descents.

As always, the most expensive bikes from Santa Cruz come with a frame marked with the CC designation. The frame is identical in terms of shape, geometry, features, and rear suspension to the more affordable C frames, but it is more meticulously crafted.

This means that in the carbon manufacturing process, less resin and proportionally more carbon sheets are used. This allows for an additional weight reduction of about 10%, while maintaining or even improving stiffness. However, this production method is more time-consuming and results in more waste. Both factors are reflected in the cost.

Furthermore, the CC frames of the Bronson forgo the possibility of routing a mechanical shift cable. This means you can only ride with wireless electronic shifting. Currently, these drivetrains are only available from Sram, but if Santa Cruz (and also Specialized) aren’t providing for mechanical cable routing at all, it’s highly likely that Shimano will also introduce a wireless drivetrain by the 2025 season.

Santa Cruz bikes have never been cheap, and the same goes for the Bronson. At 9999 euros, you definitely need to raid your savings account for the top model. If you can do without the Reserve Carbon wheels, you can get the top frame in the CC version for 8799 euros.

The go-to version for most bikers will quite likely be the GX AXS version for 7399 euros. Here, the latest Sram drivetrain components are installed, but you have to reckon with a weight significantly over 15 kg.

With our comparison feature, you can compare each bike with other bikes in our market overview and compare the geometry or features one-to-one.

If you’re into mullet bikes, make sure to have the Canyon Spectral CF 2024 review in the mullet version on your radar. The bike may have 10 mm less travel, but it’s kitted out for downhill performance. The New Propain Tyee Aluminum & Carbon has a bit more travel. In terms of travel and pricing, the Pivot Mach 6 is quite comparable and now also available in a mullet version. Click on the widget to directly compare these models. Also always exciting, because it’s light and made of aluminum: Check out the Liteville 303 in the review .

Mullet wheels are indeed all the rage, but surprisingly few models feature 160 mm of travel combined with a large 29er front and a smaller 27.5 rear wheel. With a handlebar that has a 20 mm rise and a typically long head tube, this setup results in a very upright riding position. If you’re aiming to set record times on climbs, you should consider installing a flat bar.

But at 14.9 kilograms without pedals in the top-end version for €10,000, the Bronson is not exactly a climbing rocket. Even though the rear suspension system is truly pedal-neutral, this bike was designed primarily for downhill fun. When things get really steep, the high front end comes into its own. It ensures you maintain control over the bike without having to shift your body excessively rearward.

In general, the bike truly comes alive when things get steep and it’s all about the downhill. With its generous reserves, it feels downright underwhelmed on flat, tame trails and its relatively heavy weight just saps the energy from the rider’s legs.

The rear suspension offers significantly more resistance than we’re used to from other Santa Cruz bikes. While other VPP rear setups often feel more cushy, they don’t allow you to push through corners as easily. Even when you set up for a jump, the rear suspension doesn’t sink into its travel but provides the necessary resistance to take off effortlessly. On man-made tracks, the bike really shines. However, on root-laden trails, we experienced the occasional pedal strike. But when pedaling, the rear suspension remains surprisingly neutral in terms of drivetrain efficiency.

Also nice: The Sram Maven brakes finally provide the stopping power you’d expect from a proper braking system. Those who have been riding with a Sram Guide or Code brake for a while will be surprised at how much power is packed into this brake.