Each year, Bicycling’s test editors choose the Best Bikes from the thousands available across dozens of categories. Our process starts with analyzing price, features, and how each bike solves a rider’s needs. We also monitor cycling trends, research emerging riding categories, and closely follow new technologies. Then we tighten our focus on the bikes with the most potential, get them, ride them extensively, and discuss them rigorously amongst the test team and with other cyclists.
Almost no one uses a bicycle only how it’s portrayed on bike brands’ websites. So we test bikes in ways our readers ride them. We go to group rides and events, dig through social media posts, and dive into the minutia to give us insight into obstacles riders face and how they use their bikes to solve them.
The Test Team rode and evaluated over one hundred bikes to establish the year’s Best Bikes. We divided 2024's winning bikes into four main categories: Road, Gravel, Mountain, and Commuter. Below are our picks for the year’s Best Mountain Bikes, links to longer bike reviews, and more info on our 2024 Award Winners.
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Aventon Ramblas
BEST BUDGET E-MTB
Every so often a bike comes along that entirely shifts the bicycle market—the Aventon Ramblas might do that for mountain biking. And once more bike brands see and ride the Ramblas, I expect several will soon follow Aventon’s lead with sharp-priced, trail-capable hardtail e-MTBs.
Aventon may reset the entire mountain bike category with its new e-MTB. Before the Ramblas, mountain bikers with a budget under $3,000 had a choice between an under-equipped hardtail e-MTB, a well-equipped hardtail without pedal assist, or an entry-to-mid tier full suspension bike without assistance. The Ramblas adds another type of bike to that mix. And for many riders, it might be their best choice.
Since their initial introduction about a dozen years ago, electric mountain bikes have held much promise for making trail riding more accessible for many people. Unfortunately, good quality e-MTBs—capable and durable enough for riding on anything more than easy doubletrack or buffed-smooth singletrack—are often prohibitively expensive. As a result, most hardtail e-MTBs get equipped with low-range components or heavy and clunky hub-drive motors to achieve a lower price.
With its torquey mid-drive motor, name-brand components, and $2,700 price tag, Aventon‘s Ramblas hardtail flips the script and changes the perception of hardtail e-bikes. The Ramblas is the most exciting new e-bike of 2024.
An electric mountain bike requires balanced motor power, bike weight, and component durability for optimal use on more technical trails. While some riders looking for a low-priced e-MTB might look at Aventon’s product line, see the Aventure model, and think it is a “mountain bike,” the bike is not suited for actual trail riding. The Aventure’s weight is too unwieldy, the gear range isn’t low enough, and the components do not hold up to heavy-duty use. Aventon recognized the Aventure’s shortcomings and saw an opening to create a more affordable and capable electric mountain bike.
At the heart of the Ramblas is Aventon’s all-new A100 motor. Co-developed with electric motor manufacturer Gobao, the Aventon-branded mid-drive unit features 250 watts (sustained)/750 watts (peak) of power and 100 Newton/meters of torque. It is cleanly mounted to the Ramblas’ front triangle, low-slung on the frame but with sufficient clearance for rocks and riding over logs.
While perhaps not as (yet) refined as motors from Bosch, Shimano, Specialized, or Brose, the motor is excellent given the Ramblas’ price.
Powering the A100 is a hefty 708-watt/hour battery located in the Ramblas’ downtube. Aventon claims an 80-mile range for the battery. But as with any e-bike range claim, your mileage may vary based on the terrain you’re riding, how often you use maximum assist, and your weight.
Aventon offers the Ramblas in four sizes (small, medium, large, and XL). The small size employs 27.5-inch wheels; the other sizes use 29-inch hoops. All sizes are designed around a 130mm travel, 44mm offset suspension fork. The bikes have a low-slung top tube, giving the bike good standover clearance and a modern trail hardtail appearance.
At 6 feet in height, I found the XL’s top tube sizing very roomy when climbing and descending. The bike felt comfortable, proportional, and balanced from the first rip around the trailhead—there is a pleasing quality about jumping on a bike, and it immediately feels “right”.
Details on the frame are also well thought through. The aluminum tubing has clean visual lines and smooth welding. The rear brake hose, derailleur housing, and electric wiring are internally routed. Other details include a UDH derailleur hanger and a 148x12mm thru-axle rear dropout.
The Ramblas is very well-appointed for its price. Overall, the components are well-suited for a trail-use mountain bike—1x12 SRAM Eagle drivetrain, 4-piston SRAM brakes, 35mm stanchion RockShox fork, dropper seatpost, and 2.4-inch wide tires. They are all underpinnings of a solid mid-range trail bike...and for a $2,700 hardtail e-MTB, these features are unmatched in the market.
On the trail, Aventon’s component choices and powerful motor combine for a ride quality far exceeding expectations for the Ramblas’ price. I probably would have guessed the bike costs an additional $500-700 had I not known the price before hitting the trail.
The Ramblas’ SRAM DB8 hydraulic disc brakes never faded and delivered good power and modulation. The SRAM NX Eagle 1x12 drivetrain had a wide enough gear range for all the climbs I encountered on the trail and fired off precise shifts. Other part choices—like the grippy low-profile alloy-body pedals and 150mm dropper post—also functioned well and gave the Ramblas a finished feel.
However, a few concessions are usually made on components whenever a brand tries to hit a sharp price on a bike. The choices Aventon made on the Ramblas do not make it a bad bike, and in fact, they might go unnoticed by many newer mountain bikers until they gain more experience or want to upgrade their bike.
The first is tubeless rims. Tubeless tires can provide improved ride quality—with additional traction and less chance of flats. While tubeless tires are not a requirement for trail riding, the lack of tubeless rims on the Ramblas makes it much more costly to upgrade the bike.
The RockShox 35 TK Silver suspension fork feels sufficiently stiff when descending and under hard braking. The fork has rebound adjustment but is without a preload adjustment for the coil spring. This limits usability for heavier-weight riders or those seeking to have the fork ride higher in the travel when descending. These are minor issues on an otherwise stellar first effort from Aventon on an electric mountain bike.
The Ramblas has no true competitors for comparatively priced, trail-ready e-MTBs. From the big, mainstream bike brands, Trek’s Bosch motor-equipped Marlin+ 6 is priced the same but has lower-tier components throughout. The $3,250 Specialized Turbo Tero 3.0 also has lower-tier components than the Ramblas and is not really suitable for more technical trail riding. Giant’s Talon E+ 3 is priced at $400 less than the Ramblas. But like the Trek and Specialized, its components are unsuitable for trail riding. —Tara Seplavy
Santa Cruz 5010
BEST MIXED WHEEL TRAIL BIKE
As a small-statured and novice mountain bike rider, I know the importance of having a confidence-inspiring bike that fits properly. Santa Cruz’s fifth-generation, mixed-wheel size 5010 precisely fits the bill.
Mixed-wheel size bikes (29-inch front, 27.5-inch rear) offer many benefits on the trail for shorter-height riders and those who like playful and easily maneuverable Mountain bikes. Mixed-wheel bikes (sometimes labeled MX) combine the upsides of 29ers—such as improved rollover and carrying speed—without the added weight, increased wheelbase length, and reduced butt-to-tire clearance.
Santa Cruz offers the 5010 in seven built kit configurations (priced from $4,800 to $8,000). I tested the S model in a Matte Spumoni Green paint that stands out in a sea of boring black bikes (Santa Cruz also offers the 5010 in gloss black). Currently on sale for $5,000, the S-build strikes a solid balance of price, weight, and on-trail performance. The 140mm travel RockShox Pike Select+ fork and SuperDeluxe Select+ rear shock is straightforward (Santa Cruz provides an easy-to-use suspension setup guide) and offers good traction and a balanced ride. The S model comes with a cable-actuated SRAM GX Eagle 12-speed drivetrain—the electric shifting GX AXS model adds $800 to the price tag.
Riding on technical trails in Sedona, Arizona, and flowy singletrack near Bicycling’s Pennsylvania HQ, I found the 5010’s geometry provides perfect rider positioning—seated and standing—regardless of terrain. As a newer mountain biker, the 5010’s predictable handling inspired needed confidence when descending steep rock shelves while the SRAM G2 R brakes (with a 200mm rotor up front) kept me in check going downhill. —Gabe Ortiz
Specialized Rockhopper Elite 29
BEST BEGINNER HARDTAIL
Whether purchasing your first mountain bike, buying a new one for a teen, or upgrading from an old rig, picking out a mountain bike may seem daunting. There are several sub-genres of mountain bikes, dozens of bicycle brands, and hundreds of models from which to choose. But finding a trail-worthy mountain bike is challenging, especially if you’re working within a limited budget. Specialized’s Rockhopper Elite provides excellent value and is trail-ready.
The Rockhopper has been a mainstay of Specialized’s product line longer than many riders have been alive. The brand spent decades perfecting the Rockhopper into the well-rounded mountain bike platform it is today. And that experience—paired with learnings from its World Cup-winning high-end bikes—translates into a refined quality on the trail.
Of the beginner mountain bikes we tested, the Rockhopper Elite feels the most like a traditional cross country mountain bike. It climbs efficiently, is capable on singletrack, and isn’t too nervous when descending. It does everything decently— it is a quality beginner riders will appreciate.
Specialized Rockhopper
While the Rockhopper’s frame lacks the tapered headtube and thru-axle rear end higher-priced mountain bikes, the bike strikes a modern and lightweight appearance. The frame has routing for a dropper seatpost (if you wish to add one), its cables route internally on the front triangle, and it has rack mounts.
The Rockhopper Elite components won’t let you down. The air-sprung RockShox Judy TK fork does not perform at the level of more expensive models (more flex under braking and harsher riding). But it is easy to set up for different weight riders and has a lockout for pavement sections. The 11-speed Shimano Deore drivetrain has low gearing that helps the already light-feeling Rockhopper Elite climb quickly. The Shimano MT-200 brakes were the best feeling of the beginner mountain bikes we tested.
Specialized offers several Rockhopper models between $650 and $1,400—We consider the Elite the best package but the Comp ($950) and Expert ($1,400) models are also suited for trail riding use. Specialized also has 27.5-inch wheel Rockhopper variants in these models to fit shorter-height riders. —T.S.
Yeti ASR T5 Ultimate XX SL
BEST CROSS COUNTRY RACER
Some of Yeti’s most storied history is from the years it participated in cross country racing. Over time, however, the brand became more associated with gravity-oriented riding and longer travel bikes.
The last true XC race bike in Yeti’s line vanished in 2015. But a funny thing happened to cross country racing in recent years; XC has steered towards Yeti’s strengths.
The XC racetracks at the World Cup level are now, in a word, rowdy. They are rougher and more technical—sometimes with mandatory drops and gap jumps—than in the past. Climbing is still the heart of XC racing, but the rest of the tracks are now so testing that a hyperlight and twitchy hardtail is no longer the equipment that wins races. Today’s XC race bike needs generous travel, well-tuned suspension, and handling tuned to high-speed descending on rough and technical trails.
Basically, today’s XC race rig needs to be a Yeti. So, after nearly a decade of absence in the XC space, Yeti revived the ASR name and unleashed an all-new bike built for the demands of modern cross country racing.
With 115mm of rear travel and 120 up front, the ASR meets the trend towards longer travel XC bikes. The geometry is also on trend with other new-school XC bikes. The head angle is 66.5 degrees—a number once unthinkably slack for an XC bike—with a 75.5-degree seat angle. Wheelbase and chain stay length look long when compared to traditional XC race numbers, but, again, this is where modern course design is pushing the bikes.
While Yeti has the most unique rear suspension systems of any brand, the Switch Infinity design is simply too heavy for this kind of bike. So it didn’t get the call-up for the new ASR. Instead, Yeti employs a single pivot system with swing link and flex stays. It‘s a proven design many times over, lightweight, and properly designed—highly capable of providing good suspension performance.
That system helps keep weights low. My T5 Ultimate test bike’s frame weighs 1,813 grams (claimed) with shock. On my scale, the complete bike weighed 23.2 pounds. However, if you are a true weight weenie, the lighter—and $4,000 cheaper—T4 XX1 is about a half-pound lighter still.
Yeti is renowned for its descending prowess, a trait ingrained in their XC bikes since the ARC hardtail era. True to form, the ASR impresses with its exceptional downhill performance, thanks to expertly tuned rear suspension that feels like it surpasses its claimed travel.
The ASR’s balanced suspension helps it excel in handling varied terrain. The bike even has some controlled frame flex that enhances compliance and control. The ASR‘s sharp yet intuitive steering makes it agile at medium to high speeds—it easily navigates technical descents.
After many years away, the superb performance of the new ASR all but guarantees that Yeti’s will, once again, be on the top step of an XC race podium. —Matt Phillips
Norco Sight C1 MX
BEST HIGH-PIVOT TRAIL BIKE
Like a fashionable trend from the 1990s, high-pivot suspension bikes are popular again!
Proponents state that a high pivot (HP) bike offers a more rearward axle path than other systems. That’s a benefit, they claim, because the axle is more in line with bump forces—especially square-edged bumps—which eliminates hang-ups, and lets the bike carry more speed.
In particular, HP’s improved bump performance (especially on square-edged hits) benefits riders who prefer a smaller 27.5-inch rear wheel. The smaller wheel doesn’t roll over bumps as efficiently as a 29er, but when paired with an HP system, riders can reduce bump hang-up (compared to a less-rearward axle path) and get the clearance and corner-initiation benefits of the 27.5” rear wheel.
Many of the first full-suspension mountain bikes were high-pivot designs. And they were terrible. But a few decades of mountain bike evolution, seemingly, eliminated the issues plaguing those first high-pivot bikes.
Idler pulleys are one of the reasons today’s HP suspension bikes aren’t like your dad’s Trek 9500. Redirecting the chain over an idler before it reaches the chainring provides a tool for engineers to tune chainstay lengthening and anti-squat forces in ways that significantly reduce the worst traits of an HP bike (namely kickback, bob, and suspension insensitivity while pedaling).
An increasing number of high-pivot bikes are on the market, but few brands are as committed to the design as Norco. The 150mm rear/160mm front Sight is one of five models with an HP system in Norco’s portfolio.
Norco’s commitment to HP is illustrated in how well the brand masked the idler pulley's typical annoyances. The Sight pedals smoothly and quietly, with no noticeable efficiency loss. So well done is the Sight’s suspension that, blindfolded, you would be hard-pressed to tell you were pedaling a high-pivot bike.
While HP is usually considered an advantage at higher speeds and when descending. But when done well, the benefit of how they climb stands out most. With consistent anti-squat, no kickback, impressive traction, and a rear wheel that smoothly and easily tracks up and over bumps, the Sight tractors up climbs. On some of the steepest, loosest, and rockiest climbs I frequent, the Sight model I tested with a 27.5” rear wheel easily outclimbed some low-pivot bikes with 29” rear wheels.
Like the other HP bikes I’ve tested, the Sight was quick and confident on the descents, but it was not more game-changing in speed than a low-pivot bike across a wide range of trails. Perhaps not surprisingly, the bigger and more square-edged the bumps are, the more the HP system shows its ability to carry speed more easily than a lower-pivot bike.
While the HP isn’t magic, the Sight is a fantastic do-it-all all-mountain bike. It’s surprisingly lively (something that can be lacking in HP bikes) and well-rounded. It’s a machine that’s fun to ride on mellower trails but seriously capable in any sort of technical situation. —M.P.
Santa Cruz Heckler SL GX AXS Carbon C
BEST SL E-MTB
In contrast to “full-power” e-mountain bikes, an SL (or superlight) e-MTB uses a lower-power motor for a significant weight reduction. Lower-power motors are usually smaller and lighter than full-power motors. And additionally, low-power units are also less power-hungry. In turn, this provides an opportunity to use a smaller and much lighter battery.
The resulting package is typically 10 or more pounds lighter than a full-power e-bike without significantly reduced play time despite the SL’s smaller battery,
As all cyclists know, reducing weight transforms bicycle dynamics. So, while an SL e-bike doesn’t chuck the rider to the top of the climb as effortlessly as a full-power e-bike, it requires less strength and endurance to drive it down the trail, with handling that’s almost indistinct from an unpowered mountain bike.
After riding and reviewing several SL e-bikes, one rises to the top: Santa Cruz’s Heckler SL. Even up against competitors that cost four grand more, the Heckler SL GX AXS Carbon C emerged as the winning SL e-bike. Plus, its Fazua Ride 60 system offers the most power and best range with almost no weight penalty.
In the review above, you can read about the testing and analysis I did on the Heckler SL and its competitors. But if you just want the TL/DR, here it is: The Santa Cruz Heckler SL is the best handling, best performing, and most fun SL e-bike I’ve yet tested.
The Heckler‘s suspension is buttery and controlled in all situations, the handling is intuitive and balanced, and the motor and build are nearly flawless. The fact that, in this build, it is several thousand dollars cheaper than other e-MTBs, yet faster and more fun to ride, is further proof that this is one special bike. —M.P.
Canyon Lux Trail CF 9
BEST XC-TRAIL DEAL
Luckily, mountain biking is long past the days of skittery and uncomfortable cross country bikes. And XC bikes with less than 115mm of travel are increasingly rare. The Lux Trail is the sort of bike I recommend to most XC-leaning friends. It feels sufficiently fast to race cross country, yet the Lux Trail maintains the ride quality and fun ride I like for longer (but still fast) days on the bike.
Priced at $5,800, the CF 9 hits a good balance of performance vs. price. The model features RockShox Select+ suspension, SRAM GX AXS Transmission groupset, and DT Swiss XRC1501 carbon wheels. It‘s a bike that most cross country riders will enjoy. Whether you are an XC racer looking for a new bike that remains fun outside the tape or a trail rider looking for a faster, lighter bike to complement your more gravity-focused rig.
Canyon updated the Lux Trail with a few nice touches. Unsurprisingly, the platform sees a slacker headtube and a steeper seat tube, aligning the Lux with other modern XC bikes. As is expected for updated mountain bikes, UDH also entered the chat. This is another welcome change—an easy-to-source rear derailleur hanger is always a win.
I took the Lux Trail out for some cross country laps and a few more demanding downhills to see what the bike is all about. The bike got up to full speed with confidence. And after a few minutes (and a few clicks of rebound adjustment) I found my sweet spot and was happily flowing along. The Lux Trail feels composed. The updated geometry improves the ride as advertised, and allows for a point-and-go riding style while staying agile.
When descending, I expected to quickly find the end of the Lux Trail’s 115mm rear suspension but that didn’t happen. The bike certainly doesn’t feel like it only has 115mm of travel out back. But that’s not to say the Lux Trail won’t get overwhelmed if you push it too hard (it’s still a short-travel bike).
A big part of what makes this bike shine is its uphill performance—and on the climbs, this bike feels great. Canyon claims that the Lux Trail’s new rocker linkage aids in traction on the trail. And I’m inclined to agree. During hard, out-of-the-saddle uphill efforts, the bike suffered minimal wheel slipping. The push to a steeper seat tube angle also puts you in a good position for seated climbs. I wasn‘t sliding around, looking for the sweet spot of power and traction. —Trevor Raab
Pivot Shuttle AM Team XX Eagle Transmission
BEST E-MTB
Pivot jumped on the e-bike trend (in 2017) earlier than most brands, especially for a company based in North America. That history, paired with the brand’s well-established attention to detail, is evident in its newest e-bike, the Shuttle AM.
The 148mm rear/160mm front Shuttle AM has all the hallmarks of a Pivot: a four-bar dw-Link suspension design, Fox suspension components, 157mm Super Boost rear axle spacing, and a generously long rider compartment with (by today’s standards) tame head and seat angles.
Usually, I’m loathe to recommend a brand’s top-of-the-line build because you typically spend a lot more money for little benefit. But in this case, I’m saying go for the top if you can because it’s the only build with the Bosch Performance CX Race Edition motor.
The Race motor is 136 grams lighter than the standard Performance CX, plus it has Race mode with an extended boost. Power, as they say, is addictive. And that’s certainly what Race mode’s 400 percent support and instant-on full assist are.
Although more power seems like a tool for climbing, that’s not where race mode shines. Bosch’s excellent dynamic e-MTB mode is much better and more controllable on the climbs.
Instead, Race mode is a golden ticket on the downhills. The additional support and extended boost (the motor keeps driving after you stop pedaling) power on tap on a trail with lots of speed changes—sharp corners, short punchy rises—and pedal-stopping rocks and sticks are game-changing. Not only do you get up to full speed faster, but you can carry that speed more easily.
As they also say, power is nothing without control—and control is another reason this Pivot is such a great bike. The Pivot's handling and suspension performance are superb. It’s also a balanced bike that’s immensely capable in challenging terrain, yet it’s still entertaining to ride on the bits of trail that connect the crux moves.
It’s also noteworthy that Pivot is one of the best at mitigating the often-negative characteristics that accompany adding a motor and battery to a frame. The Shuttle AM’s frame feels more supple and predictable than most, which results in a bike that’s more connected and freer from the jerky harshness that some e-bikes demonstrate. —M.P.
Transition Repeater PT X0 AXS
BEST LONG TRAVEL E-BIKE
It sounds crazy, but the best thing about this e-bike with wireless automatic shifting transmission is how simple it is to ride. SRAM’s new e-bike motor—based on the same smooth and torquey Brose platform that underpins Specialized’s excellent e-bike motors—has just two settings: Range (lower power, more ride time) and Rally (more power, less ride time).
When synced to a SRAM AXS Transmission rear derailleur, as on this Transition, it unlocks automatic shifting. Auto-Shift works to keep the rider in a user-selected cadence range. All you do is pedal—as the terrain varies, the system automatically upshifts and downshifts. While it’s not perfect (it can only react, it can’t “see” the trail ahead) it works superbly and offers a huge benefit by removing a major thing to think about (shifting), leaving you to concentrate on your line and braking points.
In the case of this bike, the motor is paired with Transition’s 170mm, mixed wheel, Repeater PT. It’s a big bike, however the addition of a motor with 90Nm of torque scrambles traditional notions about mountain bike weight and travel. Carrying on the theme, it is a well-tuned bike that makes things simple for the rider—It just works.
As expected from Transition, this bike shines with the brightness of many suns on descents. I hesitate to call it mistake-proof, but this bike’s limits are very high, and it will let you confidently expand the boundaries of your skills.
While it is very much a descent-oriented bike—with the motor primarily serving to shuttle you to the top more quickly—it is surprisingly competent and nuanced on flatter terrain and climbs. It doesn’t require double-black downhill trails to make sense and is a remarkably solid all-around e-MTB and one of my favorites. —M.P.
Specialized S-Works Epic 8
BEST MOUNTAIN BIKE REDESIGN
What stands out about the all-new Epic 8 is its versatility as an everyday bike. Traditionally, XC race bikes were too specialized to make great bikes for daily mountain biking. However, as World Cup XC racecourses became more challenging, bikes like the Epic evolved to handle a wider range of terrain.
Now with up to 120mm of travel front and rear, and slacker and longer geometry, the new Epic offers the capability necessary for fast and efficient riding combined with balanced handling and suspension. This makes the new Epic suitable for both XC racing and as a lightweight bike for daily trail riding. Adding to the suitability are two bottles in the main triangle, plus its new internal frame storage for a tube and repair kit.
While the Epic excels at climbing and efficient pedaling, it's also capable when tackling challenging descents, and provides reliable handling on technical terrain. The bike's stiffness and precision are commendable, especially when navigating rough terrain.
The top-of-the-line S-Works tested features RockShox’s Flight Attendant parts for XC racing. The Flight Attendant system—wirelessly and automatically—cycles the fork and shock through their three modes depending on the terrain and the rider’s inputs.
It does what the Brain inertia valves did on previous generations of Epics, but Flight Attendant is much more reactive and functions better. It is the ultimate combo of lockout performance and functionality, and it reinforces the notion that the Specialized Epic is the ultimate bike for fast trail riding and racing.
Overall, the Epic balances trail performance and XC weight. It delivers capability and efficiency across various terrains, conditions, and user needs better than any previous Epic and outshines almost every bike in its category. —M.P.
Evil Offering LS X0 AXS Transmission
BEST TRAIL BIKE
My history with Evil Bikes goes back a long way. When the company moved from Massachusetts to Washington in 2008 I joined the brand overseeing product and marketing, helping develop and launch Evil’s first full suspension bike (the Revolt). It was a blindingly fast bike for its time and one of the quickest-feeling downhill bikes I ever piloted down a race track.
My time at Evil was short-lived as I moved on to another company after only one short year. Yet fond memories of Evil‘s Delta suspension system remained with me. But aside from a few rips around trailhead parking lots or bouncing on demo bikes at tradeshows, I didn’t ride an Evil suspension bike for 14 years. And then a Reigning Blood (aka satin maroon) color Offering LS arrived at Bicycling HQ’s front door.
The Offering is Evil’s mid-travel, 29-inch wheel trail bike. With 141mm travel at the rear (paired with a 150mm fork), the bike is intended for fast and technical riding. While Evil helped lead the charge by mountain bike brands towards modern trail bike geometry (ever slacker, lower, and longer), the Offering LS’s head angle sits on the steeper side of its peers and Evil uses a shorter (42mm) offset fork than other brands. The bike also has a shorter wheelbase than competitors’ bikes while having the same or greater reach. But these are not bad traits—the Offering feels quick and highly maneuverable when descending and well-mannered on slightly flatter trails and climbs.
Helping achieve that tidy wheelbase is the Offering’s short (430mm in Low position) chainstay length. In the mid-travel trail bike category, the Offering’s stays are 8-10mm (or more) shorter than almost all other bikes, matched only by the new Pivot Switchblade. The shorter chainstays give the Offering superb cornering abilities, and the bike excels when popping out of sharp turns. However, Evil and Pivot use SuperBoost (12x157mm) rear hub spacing to help save those extra millimeters while most other brands use 12x148mm.
On the trail, the Offering LS is simply a hoot to ride. The bike rewards fine-line choice and shines when the going gets rowdy. Some of this is chalked up to the Offering’s unique combo of short stays and long reach, but it mostly comes from the suspension design.
Evil’s Delta System is one of several designed by bicycle suspension wizard Dave Weagle (he also developed the dw-link, Split Pivot, Orion systems, and the Trust linkage fork). Unlike dw-link—which uses short dual linkages to drive the shock and tune the suspension characteristics—Delta uses a more traditional high single pivot with a linkage tuning shock rate. The system has good small bump feel and compliance in the initial travel that ramps as the rear suspension hits the middle of its travel. Delta features geometry adjustment by flipping chips on either side of the frame, producing Low and X-Low settings.
The mid and end-stroke is where the Offering feels brilliant. It provides support when pushing hard into corners or through chunder—it has a controlled feel and does not feel harsh. The bike feels almost bottomless as it gets deeper into the travel. The Offering’s suspension incites antics and elicits giggles.
The only mechanical issue I encountered with the Offering was a direct result of the aforementioned “antics.” While testing in Sedona, Arizona, I cracked an Industry Nine rim and ripped a Maxxis Minion tire getting too sendy into some jagged rocks. It was less a problem of component limitations than my over-excitement on the trail. The Offering makes you want to push those limits and find out.
As should be expected on an all-purpose trail bike, the Offering LS’s X0 AXS build kit is a strong balance of weight, durability, and practicality. Weighing 31.5 pounds for a size large frame (and a generous amount of sealant in the tires), the bike isn’t light but it’s not too hefty for a modern trail bike. The build features a full SRAM X0 AXS Transmission electronic drivetrain, Code RSC brakes, Ultimate-tier RockShox suspension (Lyrik fork, Super Deluxe shock), and a 185mm drop Bike Yoke post.
Evil’s current pricing for the build sits at $7,880. And while that’s not cheap, it‘s hundreds (in some cases thousands) of dollars less than Evil‘s boutique (and some not-so-boutique) competitor’s equivalent models. And if mechanical shifting and aluminum rims are more your style, SRAM GX-equipped Offerings start at $5,600. —T.S.
More of the Best Bikes of the Year:
Road | Commuter | Gravel
As Deputy Editor, Tara Seplavy leads Bicycling’s product test team; after having previously led product development and sourcing for multiple bike brands, run World Championship winning mountain bike teams, wrenched at renowned bicycle shops in Brooklyn, raced everything from criteriums to downhill, and ridden bikes on six different continents (landing herself in hospital emergency rooms in four countries and counting). Based in Easton, Pennsylvania, Tara spends tons of time on the road and trail testing products. A familiar face at cyclocross races, crits, and bike parks in the Mid Atlantic and New England, on weekends she can often be found racing for the New York City-based CRCA/KruisCX team. When not riding a bike, or talking about them, Tara listens to a lot of ska, punk, and emo music, and consumes too much social media.
A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling, Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race.
