BMC updates the Twostroke XC Hardtail


The BMC range has evolved into the XC in recent years. The longest bike in their catalog (without motor) is the 120-millimeter Speedfox. But the kind of XC they turn to isn’t the XC of 10 years ago. They’re at the forefront of the bandwagon pushing more aggressive geometry and characteristics into a category that has long seemed to prioritize speed over safety. The Fourstroke that we covered in the 2019 Bible is a perfect example of this. It is a matching 100 millimeter racing machine that offers a short stem, short offset fork, and an integrated dropper post. He straddles that delicate line between satisfying the traditionalists and pushing the progressives. But some of these traditionalists will never get on a full suspension bike. Honestly, some of them don’t need it. Not all courses require it, so the RIBs will never go away. And that is why today BMC presented the new Twostroke.

Photo credit: BMC Bikes

Like the Fourstroke, the new Twostroke is based on a fork with reduced offset of 100 millimeters. It sits at 67 degree clearance for a racing hardtail and matches the rear has a 75 degree seat tube angle for any hardtail. The reach measurements assume the use of certain new-school rod lengths, so the full-size Twostroke combines a 465-millimeter reach with a 60-millimeter rod, making it a relatively downward-facing posture. before. And corresponding to this long front end is a short 425 millimeter rear end. The whole is progressive, but with just the right amount of moderation in cross-country.

Two-stroke geometry

Photo credit: BMC Bikes

There was also a fair amount of moderation in the design of the frame itself. Mainly that it weighs 1037 grams for a stand. There are a handful of frames that are below this symbolic four-digit threshold, including the just released Orbea Alma. But BMC was not in the symbolism with the new Twostroke. They are more into what is real. And what is true is that when a frame gets too light, ride quality suffers. Designers don’t have the freedom to incorporate stiffness and flexibility in ways that optimize the rider’s experience. The protective panels to protect the frame from falling chains, the sophisticated layering that makes it BMC’s most upright hardtail to date and the exclusive D-shaped seat tube might not have not possible if the Twostroke was racing down the climb. But it’s not. There’s a lot more innovation to this bike than that, and innovation is exactly what the hardtail needs to survive.

Block Lock head tube

Photo credit: BMC Bikes

The protective panels are centered around the bottom bracket shell, as is a bracket for an integrated chain guide. No, the chains don’t fall off that often these days, but the consequences during a day of racing are high, so it’s worth the extra few grams. And the vertical flexibility built into the frame comes from the flat seat stays, coupled to the dropouts with a slight curvature. But in reality, the majority of the flex will come from the seat tube, and building it with a flat panel on the back allows it to tilt more easily and predictably. But if you want to use a dropper post, there is an insert included on every Twostroke that will allow you to use a standard 27.2 round seat post and yes, there is internal routing for that, and all. the routing of cables and pipes is in tube. in the tube. A Block Lock helmet designed in cooperation with Acros is also internal. While the frame isn’t record light, it’s light enough that locking the handlebars in the top tube in a crash could be disastrous. The Block Lock helmet prevents this from happening.

BMC stay cables

Photo credit: BMC Bikes

Perhaps the most surprising feature of the Twostroke is its price. The most premium Twostroke you can get at $ 4,300. Not cheap, but not bad for such a specialist bike from such a specialist brand. This gives you an X01 / GX construction kit and a Sid Select fork. Next is the all-GX option for $ 3,300, then the GX / NX option for $ 2,700, then the Deore model for $ 2,200.

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