The accuracy of feedback from the super-tight frame and fork means you’re constantly aware of your speed and the actual ‘danger level’ of the trail. It’s not just the total end stroke control of the long-stroke Fox shock and new VPP action that give it this total trail insolence, either. There’s stuff on our craggy test loop that we normally only fly on a fearless day on a full-blown freeride bike, but the Blur LT just rolled in, picked its nose up, sucked up the landing and snaked through the chicane and off down the steps with complete and utter contempt. Despite having ‘only’ 140mm of rear-wheel travel and a sub-30lb weight, this bike will launch absolutely anything this side of suicide and land it like the proverbial cat with Blu Tack paws. Where the Blur LT continues to blow us away, though, is on the bigger stuff. It also feels fine in the granny ring – a previous no-go area for VPP bikes. While it still gobbles up rocks, roots and other square-edged momentum-sappers without pausing, there’s no hint of excess wallow or over-travel in the centre of the stroke. There’s a more fluid and consistent rear wheel connection to the trail. It still kicks hard under power for real launch out of corners or crux climbing moves, and it’s no wet blanket, but it’s definitely softer over the small stuff. Significant changes to the VPP suspension (reducing its more radical leverage and chain growth character) produce a more neutral, rounded ride. The fact the bike weighs under 30lb keeps it feeling agile and reactive even on the last climb or singletrack of a long day. Every move is clinically accurate, with no slur, yaw or softness in trail feedback or control delivery – just outstanding instantaneous ‘real time’ reactions. The new tubeset, linkage and bearing changes make up one of the stiffest front/ rear connections of any suspension bike we’ve tested, making anything we’ve ridden since feel decidedly sloppy. Santa cruz blur lt frame: santa cruz blur lt frame Russell Burton There’s just enough stability and auto-correct to keep you off the brakes and gunning it on long, loose descents, but the Blur LT will still dive round the back of trees and bury itself into successive switchbacks without you having to swing wide like a bus driver. In terms of geometry, Santa Cruz were among the first companies to hit on what have become the classic angles and lengths for 5-6in travel bikes. We could start with an explanation of numbers and new suspension kinematics, but “absolutely flawless for aggressive, maximum grin riding” is the key ride statement we need to make. It feels tough, it rides tough and - however mid-life crisis this sounds - it makes me ride tough, too. This is the real hardworking ‘Hi Lux’ deal. This is no fancy school-run ‘soft roader’. The BLT has pretty much become the only bike I want to ride when I’m in the mood for a flat-out, dirty, push-my-limits blast. Has all that effort been worth it? In a word: yes. The Blur LT (Long Travel) is Santa Cruz’s best-selling and arguably best loved bike, so designing an even better BLT has been a prolonged and painstaking process. Verdict: “Tough, practical, astonishingly tight, instantly reactive and totally controlled”.Author: Guy Kesteven, What Mountain Bike.There’s still definitely plenty of flat-out fun to be had well beyond the 1,000-mile mark though. However, we are starting to wish it had a Maxle-compatible rear end and a tapered 1.5-1.125in head tube – like its recent carbon version – to make the most of the latest component developments. Happily, our BLT has shrugged off multiple crashes, general careless treatment and weeks in the Alps without any cosmetic damage apart from a few cable rubs and scuffs on frame stickers. The only wear and movement we’ve seen is in the rear shock bush, which we had to replace after a year.įragile paintjobs were another frequent complaint from Santa Cruz owners. In fact, we’ve never even had to strip them down and clean them – and they’re still running silky smooth and wobble free. It should push old, dirty grinding paste gunk out in the process, but the bearings are so well sealed that there’s been very little contamination. This lets you slap on a grease gun and pump the bearing assembly with fresh grease. Long-term tests are about longevity though, so what have we learnt in the last 24 months that we didn’t know in the first 24 hours? The biggest change, in terms of lifespan, is the new bearings that Santa Cruz introduced on the BLT and have rolled out across every new chassis they have introduced since.Īs well as being locked into place with coned collets and protected by metal shields and labyrinth seals, the bearings are fitted with grease ports.
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