Santa Cruz has announced the release of the newest version of its Megatower big-wheeled, long-travel enduro bike.

The bike is designed to keep Santa Cruz at the forefront of the discipline and help top athletes and privateers reach their potential, whether tackling the Enduro World Series or blind races with your buddies at events such as the Stone King Rally or Ard Rock.

Despite the increase in suspension travel to 165mm, Santa Cruz says it wanted to keep the Megatower efficient and predictable. To accomplish this, the brand has updated the geometry, shock tunes and suspension kinematics.

With Santa Cruz sticking to its tried-and-tested Virtual Pivot Point platform, the new bike is more evolution than revolution. There’s more travel, longer reaches and size-specific chainstays.

There are 11 build kits to choose from, with coil- and air-shock options. Prices start at £5,499 / $5,649 and rise to £9,699 / $11,199. (You can read our 2022 Santa Cruz Megatower CC X01 AXS RSV review from the launch).

Santa Cruz Megatower frame and suspension details

The Megatower now delivers 5mm more rear-wheel travel, at 165mm, and is designed around a 170mm fork rather than a 160mm fork. It also can run 170mm of rear-wheel travel with a longer-stroke shock if you think 165mm is too tame.

Santa Cruz has stuck with 29in wheels front and rear, where the 150mm-travel Bronsan is available with mixed wheels. There are five sizes, from small to extra-extra-large.

The carbon frame is available in two lay-ups. Those familiar with Santa Cruz bikes will recognise the C and CC naming conventions.

Both bikes share the same strength, stiffness and impact protection; however, the CC frame delivers the above in a lighter package, around 300g according to Santa Cruz. This features on the more expensive builds.

Frame sizes are now also stiffness-specific. Larger frames sizes have more material to make them stiffer, with the overall goal to give each rider a similar riding experience regardless of their size. Lighter riders have a more compliant frame and heavier riders have a stiffer frame.

Suspension tweaks include a new lower leverage ratio and a straighter curve. Santa Cruz says the lower leverage ratio was employed to help the new Megatower absorb bumps more effectively using the damping of the shock, especially high-speed impacts.

In addition, the more linear curve is designed to give the suspension more consistency through the travel and a more predictable ramp-up feel.

Santa Cruz has positioned the linkages in each frame size differently to give each size a specific chainstay length. This means larger bikes have slightly higher anti-squat values, which is an added bonus for taller riders.

There are two different shocks on the Megatower, depending on the model. On the lower-spec bikes, you get a RockShox Super Deluxe Select or Select +. Santa Cruz worked closely with RockShox to get the best tune possible from RockShox’s pre-determined available shock tunes.

The more expensive models run a Fox Float X2 Factory or Fox Float DH X2 Factory Coil shock. Both have completely custom valving for the Megatower and don’t use any Fox standard tunes.

The Californian brand has also provided internal storage in the form of its ‘Glovebox’. This has been designed in-house by Santa Cruz using no off-the-shelf parts. The clip-on hatch features bottle cage mounts and two internal bags, including a tool wallet and a tube purse. Santa Cruz says this will enable you to stash your tools and spares rattle-free.

Santa Cruz has also produced its version of the SRAM UDH, its universal derailleur hanger that’s made entirely from metal, without SRAM’s plastic parts.

Elsewhere, the frames feature 2.5in tyre clearance, space for a water bottle, a threaded bottom bracket shell and internal cable routing through channels. There’s a 200mm brake mount on the frame with a maximum rotor size of 220mm.

Santa Cruz offers lifetime bearing replacements on the Megatower, and says the pivots can be serviced with a multi-tool wherever you may be. There’s plenty of frame protection on the Megatower, including a tailgate pad for those who want to throw their bikes in the back of a pick-up.

Santa Cruz Megatower geometry details

The latest geometry updates for the Megatower put it bang on trend in the enduro bike category.

The major changes to the geometry are the slacker head tube angle and steeper effective seat tube angle. Thanks to the flip chip located in the lower link, the Megatower has high and low settings. The bike comes stock in the high setting.

The head tube angle has been reduced by 1 degree and is now 63.8 degrees in the high setting and 63.5 degrees in the low setting. That’s almost as slack as Santa Cruz’s downhill bike, the V10.

The effective seat tube angle is now 77.2 degrees on the size small and gets progressively steeper to 77.8 degrees on the large, extra-large and extra-extra-large frames – again, in the high setting. This decreases by 0.3 degrees in the low position.

Reach numbers have been increased, but not dramatically, by 5mm on all sizes. For the size small, the reach is 430mm and increases to 455mm, 475mm, 495mm and 520mm for M, L, XL and XXL frames, respectively. Dropping the bike into the low potion shortens the reach by 3mm.

Another significant change is the growing chainstay lengths. These get progressively longer as the frame sizes get larger to help keep a similar front-to-rear-centre ratio, giving each frame a similar feel. Santa Cruz has ditched the old flip chip that enabled you to change between two positions.

The chainstays grow from 436mm to 437mm, 440mm, 443mm, and 447mm from small to extra-extra-large. In the low setting, they’re 1mm longer.

Santa Cruz has raised the bottom bracket a little to make the bike more pedal-friendly in chunky terrain. It now has a 27mm bottom bracket drop in the high setting and 30mm drop in the low setting, meaning it’s still hunkered down to the ground.

Seat tube lengths are short, enabling riders to fit across multiple sizes. This should allow you to choose a frame size depending on your reach and wheelbase preferences. Lengths change from 380mm to 405mm, 430mm, 460mm and 500mm from S-XXL.

Santa Cruz Megatower spec, pricing and availability

There are seven models in the Megatower range, available in Trans Blue and Matt Nickle. However, four have air- or coil-shock options, meaning there are 11 bikes to choose from.

The coil-shock options also come with Maxxis Double Down tyres. Santa Cruz believes riders who would rather have a coil shock are probably looking to ride more aggressively.

We’re yet to receive full international prices, but the bikes start at £5,499 / $5,649 and top out at £9,699 / $11,199. The UK is set to receive stock of the new Megatower throughout May.

There is also a limited-edition Megatower CC XX1 AXS Flight Attendant RSV model, with only 50 bikes available worldwide. This is priced at $13,999

Santa Cruz Megatower C R

• Frame: Megatower C carbon, 165mm travel, 29in wheels
• Fork: RockShox Zeb, 170mm travel
• Shock: RockShox Super Deluxe Select, 230×62.5mm
• Drivetrain: SRAM NX Eagle (1×12), SRAM Descendant Eagle cranks
• Brakes: SRAM G2 RE, 200mm rotors
• Wheels/tyres: Race Face AR Offset 30 rims, SRAM MTH 716 (f) SRAM MTH 746 (r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra EXO+ 29×2.4in WT
• Bar/stem: e*thirteen TRS Base (800mm) / e*thirteen TRS Base (40mm)
• Seatpost/saddle: SDG Tellis dropper / WTB Silverado Race or WTB Volt
• Price: £5,499 / $5,649

Santa Cruz Megatower C S

• Frame: Megatower C carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Performance, 170mm travel
• Shock: RockShox Super Deluxe Select +, 230×62.5mm
• Drivetrain: SRAM GX Eagle (1×12)
• Brakes: SRAM Code R, 20mm rotors
• Wheels/tyres: Race Face AR Offset 30 rims, DT Swiss 370 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra EXO+ 29×2.4in WT
• Bar/stem: Burgtec Alloy (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or RaceFace Aeffect dropper / WTB Silverado Pro or WTB Volt
• Price: £6,599 / $6,799

Santa Cruz Megatower C GX AXS

• Frame: Megatower C carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Performance Elite, 170mm travel
• Shock: RockShox Super Deluxe Select +, 230×62.5mm
• Drivetrain: SRAM GX AXS Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: RaceFace ARC Offset 30 rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra EXO+ 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £7,899 / $8,499

Santa Cruz Megatower C GX AXS Coil

• Frame: Megatower C carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Performance Elite, 170mm travel
• Shock: RockShox Super Deluxe Select + Coil, 230×62.5mm
• Drivetrain: SRAM GX AXS Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: RaceFace ARC Offset 30 rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip DoubleDown 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra DoubleDown 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £7,899 / $8,499

Santa Cruz Megatower C GX AXS RSV

• Frame: Megatower C carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Performance Elite, 170mm travel
• Shock: RockShox Super Deluxe Select +, 230×62.5mm
• Drivetrain: SRAM GX AXS Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: Reserve 30 carbon rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra EXO+ 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £8,999 / $9,799

Santa Cruz Megatower C GX AXS RSV Coil

• Frame: Megatower C carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Performance Elite, 170mm travel
• Shock: RockShox Super Deluxe Select + Coil, 230×62.5mm
• Drivetrain: SRAM GX AXS Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: Reserve 30 Carbon rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip DoubleDown 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra DoubleDown 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £8,999 / $9,799

Santa Cruz Megatower CC X01

• Frame: Megatower CC carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Factory, 170mm travel
• Shock: Fox Float X2 Factory 2-position, 230×62.5mm
• Drivetrain: SRAM X01 Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: RaceFace ARC Offset 30 rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra EXO+ 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £8,399 / $9,299

Santa Cruz Megatower X01 Coil

• Frame: Megatower CC carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Factory, 170mm travel
• Shock: Fox Float DHX2 Factory Coil 2-position, 230×62.5mm
• Drivetrain: SRAM X01 Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: RaceFace ARC Offset 30 rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip DoubleDown 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra DoubleDown 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £8,399 / $9,299

Santa Cruz Megatower X01 AXS RSV

• Frame: Megatower CC carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Factory, 170mm travel
• Shock: Fox Float X2 Factory 2-position, 230×62.5mm
• Drivetrain: SRAM X01 AXS Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: Reserve 30 Carbon rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra EXO+ 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £9,699 / $11,199

Santa Cruz Megatower X01 AXS RSV Coil

• Frame: Megatower CC carbon, 165mm travel, 29in wheels
• Fork: Fox 38 Factory, 170mm travel
• Shock: Fox Float DHX2 Factory 2-position, 230×62.5mm
• Drivetrain: SRAM X01 AXS Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: Reserve 30 Carbon rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip DoubleDown 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra DoubleDown 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £9,699 / $11,199 US

Santa Cruz Megatower XX1 AXS Flight Attendant RSV

• Frame: Megatower CC carbon, 165mm travel, 29in wheels
• Fork: RockShox Zeb Ultimate Flight Attendant, 170mm travel
• Shock: RockShox Super Deluxe Ultimate Flight Attendant, 230×62.5mm
• Drivetrain: SRAM XX1 AXS Eagle (1×12)
• Brakes: SRAM Code RSC, 200mm rotors
• Wheels/tyres: Reserve 30 Carbon rims, Industry Nine 1/1 (f and r) hubs, Sapim Race spokes / Maxxis Assegai 3C MaxxGrip EXO+ 29×2.5in WT (f), Maxxis DHR II 3C MaxxTerra EXO+ 29×2.4in WT
• Bar/stem: Santa Cruz 35 Carbon (800mm) / Burgtec Enduro MK3 (42mm)
• Seatpost/saddle: RockShox Reverb Stealth or OneUp V2 dropper / WTB Silverado SL Fusion or WTB Volt
• Price: £tbc / $13,999

Cross-country is one of the most exciting disciplines within mountain biking. Races are often close, with elbow-to-elbow action right until the line, and the best XC bikes combine everything we love about mountain biking – riding fast, uphill and downhill.

Cross-country race bike technology has advanced quickly in the last few years. XC bikes are now lighter, faster and more capable than ever, while many cross-country race tracks have become more demanding at the same time.

If you’re thinking about buying a cross-country bike, then read on. We’re going to run through everything you need to know about cross-country bikes, so you can find the best XC bike for you. Otherwise, if you’re tempted to start riding competitively, we’ve got a separate beginner’s guide to cross-country racing.

What is a cross-country mountain bike?

A cross-country mountain bike is designed to cover a variety of off-road terrain as quickly as possible. It needs to be equally capable of climbing on the ups as it is on the descents, while also being efficient when pedalling on flatter terrain, or picking a line through tight, twisting singletrack.

Cross-country bikes are usually the lightest type of mountain bike you can buy for a given price and are often made from carbon fibre, although more affordable aluminium options are also widely available.

XC bikes have less suspension travel than trail bikes and enduro bikes, so won’t be as adept on very steep, rough and technical trails. That being said, in the right hands – for example, a professional rider – a cross-country bike is surprisingly capable.

While cross-country bikes are mainly designed for racing, they’re equally at home on mellower trails, or a big day out in the hills when you’ll value the all-round capability of an XC bike on varied terrain.

Hardtail vs full-suspension for XC racing

The first decision you need to make when buying a cross-country bike is whether you want a hardtail or full-suspension bike?

A hardtail only has suspension at the front through the fork, while a full-suspension bike has suspension at the front and rear.

There are pros and cons to each for cross-country riding, and this will influence what option will be best for you.

Hardtail bike for XC riding

For a given spec, a hardtail will nearly always be lighter than a full-suspension bike. So if you live somewhere hilly, or just prioritise climbing performance above all else, then a hardtail could be a good option.

With suspension only at the front of the bike, a hardtail is simpler in its design, making it easier and cheaper to maintain than a full-suspension bike.

Finally, for the same cost, a hardtail can often come with a better spec than a full-suspension bike, so may require less, if any, upgrading in the future.

Full-suspension bike for XC riding

While a hardtail will typically be lighter, more affordable and simpler to maintain than a full-suspension bike, when it comes to descending performance, a full-susser will win every time.

They’re also more comfortable than a hardtail, which is especially important for longer rides or races.

On rough, flat terrain, full-suspension bikes will often allow you to pedal more efficiently because the rear suspension soaks up any bumps on the ground.

As we’ve already mentioned, they will usually be heavier. However, this gap has narrowed over recent years, and at the high-end, they may only weigh a kilo or two more than a hardtail.

For many riders, the relatively small weight penalty of a full-suspension bike is worth the benefits of better descending, more comfort and increased pedalling efficiency on rough terrain.

What to look for when buying a cross-country bike

Now you’ve decided between a hardtail or full-suspension bike, here’s what else you need to look out for when buying a cross-country bike.

Geometry

Cross-country bikes have traditionally had ‘steeper’ geometry figures than trail or enduro bikes. The logic here was that the ‘quicker’ handling made cross-country bikes better in tight singletrack and elbow-to-elbow racing.

However, modern cross-country racing now takes place on much tougher courses, which are equal parts tricky descents and lung-searing climbs, so geometry has had to keep up with this trend.

Head angles as slack as 67 degrees and reach figures once only seen on trail bikes are not uncommon to see on modern cross-country bikes.

They will also have steeper seat angles of around 74 to 75 degrees, which puts a rider’s hips in a better position over the bottom bracket for pedalling efficiency.

Prime examples of modern cross-country geometry are the Specialized Epic or the BMC Twostroke.

If you want to learn more about geometry, and how any of the figures we’ve mentioned affect fit and handling, we’ve got an in-depth explainer to mountain bike geometry.

Frame material

There are two main frame materials to choose from: carbon fibre and aluminium.

When it comes to professional racing, every rider will use carbon fibre; it’s lighter than aluminium and can be designed to be stiffer, so makes perfect sense if all you’re worried about is going as fast as possible, with little concern for budget.

On that note, the downside of carbon is that it’s more expensive than aluminium, and in certain situations, more susceptible to crash damage.

Aluminium is more affordable and better at resisting damage from certain impacts. This makes it ideal if you’re looking to save money or want your bike to be as durable as possible. The latest aluminium frames can be impressively light, too.

Titanium and steel cross-country bikes do exist, but these are in the minority.

How much does a cross-country mountain bike weigh?

Your power-to-weight ratio is important for success in cross-country, so naturally riders want the lightest equipment possible, while still being able to withstand the demands of hard riding or racing.

At the high-end, you might find a top-spec hardtail weighing in at under 8kg, which is incredibly impressive considering what these bikes are capable of. More affordable models typically weigh anywhere from 9 to 11kg.

When it comes to full-suspension bikes, a top-spec model could come in just under 10kg, with more affordable bikes weighing anywhere from 12 to 14kg.

While overall bike weight is a factor, especially if you’re an elite racer, there are much better and cheaper ways to get faster when you’re starting out – such as training!

So try not to get too hung up with weight early on. There’ll be plenty of time to start counting those grams and emptying your wallet as you gradually progress through the ranks.

Wheel size

On modern cross-country bikes, nearly every model will feature 29in wheels.

While 29ers took a while to truly catch on, they’re now considered a smart option for many riders, thanks to their ability to roll over obstacles more easily, and arguably provide better pedalling speed.

In some circumstances, e.g. a particularly short rider, it may be best to go for smaller 27.5in wheels, but for most people, 29ers are the way to go for XC bikes.

If you want more information, we’ve got a guide to mountain bike wheel sizes, covering the pros and cons of 26in, 27.5in and 29in wheels.

Tyres

Tyre choice comes down to a balancing act between rolling resistance/speed and grip, so the best cross-country tyres will usually have smaller tread blocks than trail or enduro tyres.

XC tyres may also have thinner sidewalls to save weight, and in some cases be made out of a slightly harder compound, which can roll faster.

However, remember a harder compound will, in theory, provide less grip, and thinner sidewalls offer less puncture protection. As we said, there’s always a compromise to be made somewhere.

Cross-country tyres were traditionally much narrower than trail/enduro tyres – but again, as the sport has changed, tyres have become wider, so you’ll now find cross-country tyres in the 2.2in to 2.4in range.

How much travel do you need?

When it comes to suspension travel, nearly all cross-country bikes will have 100mm of front and rear travel.

As we’ve already mentioned, downcountry bikes up this travel a little, with around 110-115mm at the back and 120-130mm on the front.

That said, it’s also worth bearing in mind how the all-new Scott Spark, a pure XC race bike, now has 120mm at both the front and rear. Like we said, XC race bikes are changing!

Scott knows a thing or two about making great cross-country bikes – the outgoing Spark was hugely popular on the XC scene – so it’ll be interesting to see if longer travel on dedicated race bikes will start to catch on.

Gearing

Just like the best trail mountain bikes, cross-country bikes have almost exclusively moved to one-by (1×) gearing, with Shimano and SRAM mountain bike groupsets dominating the market.

1× gearing means one chainring at the front (removing the need for a front derailleur), with a wide-ranging 11- or 12-speed cassette at the back to still provide a big spread of gears.

Super-strong professional riders have been known to run up to a 38-tooth chainring at the front. However, at the amateur level most riders will normally go for a 32- or 34-tooth chainring instead.

Cassette sizes usually range from a 10- or 11-tooth sprocket for the hardest gear, and a 51- or 52-tooth sprocket for the easiest climbing gear.

This is a pretty big spread and should keep those legs turning up the steepest of climbs.

Brakes

Cross-country bikes will commonly be fitted with lightweight disc brakes. These will have smaller rotors, with most riders opting for 160mm front and rear.

Some particularly powerful riders may pop a 180mm rotor on the front, and super-lightweight riders may go for a 140mm on the rear, but in general, 160mm is what’s seen most commonly.

XC disc brakes won’t be quite as powerful as the brakes you’ll find on an enduro bike, but they’re more than capable for the job at hand.

On the most affordable bikes, these may be cable-actuated disc brakes, but from the mid-range and up, you’ll find hydraulic mountain bike disc brakes on all cross-country bikes.

Dropper post

A dropper post allows you to lower your saddle height at the touch of a button or lever mounted on your handlebar. This helps with descending because you’re able to move the bike and your weight around more easily.

Droppers were once unheard of in cross-country racing because most riders thought they were too heavy and unreliable. But as the sport and dropper technology has progressed, they’ve become more popular, with many pro riders making the switch.

Dropper posts aren’t necessarily cheap, but if you can afford one, or your bike already comes with one, they can be a great addition for a relatively small weight penalty (around 400 to 500g).

For many riders, adding a dropper post can really increase the descending capability of a bike, which is why it’s one of the smartest mountain bike upgrades you can make.

If you’re thinking about adding a dropper to your bike, we’ve got a buyer’s guide to the best dropper posts, as reviewed and rated by BikeRadar’s expert testers.

How much should you spend on a cross-country bike?

You can spend anywhere from £500 all the way up to £10,000 on a cross-country bike. While elite riders may want the best money can buy, most keen amateur racers will usually spend between £2,000 and £5,000 on their XC bike.

That said, more affordable bikes in the £750 to £2,000 range are still excellent options for beginners or riders looking to save money.

As ever, it’s a case of weighing up your priorities when it comes to price, component choice, weight and so on, before taking the plunge.

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