Anatomy of a downcountry bike
Mike Blewitt explores what a downcountry bike actually is.
Words: Mike Blewitt
Photos: Gerard Lagana, Matt Staggs
The mountain bike world is never short of buzz words, and one of the new buzz words describing a market segment is down-country. Yes, it’s a mix of downhill and cross-country, but there’s more to it than that. I wouldn’t put a travel limit on what a down-country bike is, it’s more about how the bike can be ridden, both up and down. A good down-country bike is defined by how the suspension action, low weight, progressive geometry and parts all add up for a very capable ride under the right pilot.
A down-country bike is not a short travel trail bike. A big difference here is overall weight. Most short travel trail bikes do tend to have a lot of junk in the trunk when it comes to climbing, and a down-country bike needs to let you tear it up on the climbs before launching into the descents. Most short travel trail bikes are really capable on descents, but just too sluggish on the climbs to make all-day rides really fun. That’s usually a combination of overall weight, and slower rolling tyres and heavier wheels.
As a down-country bike is going to be ridden hard and fast, the suspension needs to be progressive. You want a design that doesn’t push through its travel too easily, it will be something that ramps up even beyond the support in the midstroke. You also want a bike that is going to pedal really well when in an open position – so it needs a suspension design to reduce pedal bob. That said, you’ll want access to a lock out. Personal preference will deem whether that is remote or not
This is not the domain for a coil shock – air is king, as is adjustability. A down-country bike is a bike that will have every skerrick of performance squeezed out of it. For those who really know what they want, that may include custom shock tunes.
A suspension fork on a down-country bike will have around 120mm of travel, a wide range of adjustment, and fork legs bigger than 32mm. The Fox 34 SC has been a popular choice, although some riders might opt for the new, lighter 2022 Fox 34 to gain access to the GRIP2 damper. The new 120mm RockShox SID Ultimate with 35mm legs is another contender, especially with the Charger Race Day damper for rock solid lock out. Any of these forks will offer a lot more control than a typical 32mm fork – and that’s why you’ll see the SID and Fox 34 SC on some bikes in the cross-country World Cup. Control is fast.
Wheels are important on a down-country bike, as you don’t want something that will be holding you back. 29” is to be expected, for the rolling speed. The exact wheel set will be determined by the rider, their trails and how they ride them. Expect to see a wider, low profile rim, and probably carbon. Tyres will be 2.35” almost as a minimum – it could be 2.4” or even 2.5” on the front. Tyre liners will be popular with some riders, but the wheel and tyre setup is where a lot of the control is coming from. They will be lighter, but with supportive sidewalls and good tread.
You are likely to find wide bars and a short stem on a down-country bike, which is what most suitable frame designs will have been built around. This could be a 35mm clamp or 31.8mm, depending on rider choice for ride feel. A dropper post is to be expected, although not an absolute rule. A down-country bike is about going fast, and some very fast riders may rather put that extra weight in tyres or suspension. Although this will only be the talented few!
Braking will be a priority on a down-country bike, with a larger front rotor, and even a move to 4-piston brakes on at least one end of the bike. But like so many parts, it will be upto what the rider needs for their terrain and riding. Expect to see a wide-range group set, with chain rings erring towards the larger side. A small, light chain device can be expected for added security.
What’s available to buy?
A good down-country bike can be a customised modern cross-country bike. Given the latest crop of cross-country bikes typically have clearance for 2.4” tyres, long reach, steep seat angles, slack head angles and efficient, progressive suspension, they’re a good place to start. Many new cross-country bikes are also capable of being used with a 120mm travel fork, and often there are models equipped as such. You only need to look at bikes like the Norco Revolver 120, Merida Ninety-Six 8000, the new 2022 Scott Spark or Santa Cruz Blur TR to see the trend.
However, bikes like the Transition Spur, Revel Ranger and the Specialized Epic EVO are all bikes that are aimed squarely at the down-country market. The Transition and Revel will have a slightly burlier frame than the longer travel XC frames, and this will likely reveal itself when really pushing the bike’s limits on janky terrain.
After some downcountry bike reviews? See below for some downcountry bikes we’ve ridden recently.
TESTED: Specialized Epic vs Specialized Epic Evo
The frame geometry is the most important thing, you need to find something that suits. The transition to longer reach frames, shorter stems, slacker head angles and steeper seat angles is all a move in the right direction. These geometry changes really reward loading up the front of the bike, staying centred and working the bike with the terrain – not hanging off the back and just holding on and hoping. While there are a few options that will make a great down-country bike from stock, this is quite a specific niche and most riders will probably come up with something that works perfectly for their needs.
Who should get a down-country bike?
On the one hand, a fast, light and capable bike suits a lot of people. But a short travel or mid-travel trail bike is a better choice for most riders. If you want to absolutely send it on the descents, then a down-country bike is not for you. You’d be better getting a quality enduro bike and just live for the downhills. And if you want a bike that lets you really have some fun when you go to the more committing mountain bike parks with friends, then a down-country bike isn’t for you either. For riders who want to go fast all the time, on the climbs, the flats, the descents, then a down-country is likely what they’re after.
Down-country may be a new market segment being grabbed by the marketing crowd, it’s still just a name thrown onto how some riders have been building their bikes without a thought about what niche they fill. These riders chose the frames and parts that worked for their trails and their riding. So, you do you.
My Norco Revolver – at a glance:
My Norco Revolver has been an evolving custom build on a Revolver FS 100 frame kit that was a special order in 2019. When I ordered the frame, I also ordered the two stroke length shocks, to allow 100mm and 120mm variants. Both were remote lock out, push to unlock, which is a little XC-centric, but my preference for a quick lock out. I had a Fox 34 SC 120mm fork already, with 51mm offset. I ordered a Fox 32 SC 100mm with 44mm offset (51mm is recommended) for the 100mm variant for more direct input.
I used the 120mm variant for much of 2020 as I was racing much less. I also primarily rode wide rims with wide tyres, and moved my bar width from 730mm-760mm. Again, with less racing there was less need to prioritise room to move in a bunch.
I have reduced the dropper post length from 125mm drop to 80mm. It seems counterintuitive, but the super light BikeYoke Divine SL Rascal is the most reliable dropper post I have used. The transition in and out of the saddle and from dropped to up is fast and consistent. To me, a down-country bike is about creating a bike that lets you go as fast as possible on the terrain you like to ride. And all of the spec choices on this bike point towards that. Given the opportunity, I’d certainly try a reduced offset Fox 34 SC in 110mm with the 100mm rear shock. And I’d also happily try the new Fox 34 in 130mm as well, to really let the Revolver get up and go.
