Santa Cruz Tallboy XT Di2 mountain bike

Taking a rather different stance to models prior, the latest generation Santa Cruz Tallboy has proven to be an absolute belter of a trail bike. While there are a couple of very minor niggles, it defies its meagre 130mm of travel and firmly treads on the toes of the brand’s burlier bikes in the capability department. It’s fun, it’s fast, and it’s surprisingly composed. If I were in the market for a trail bike, the Tallboy would be at the top of my shopping list. But even then, it’s not perfect.

Santa Cruz Tallboy XT Di2 – Technical details

At first glance, it’s clear that a lot has changed with this version of the Tallboy, and those changes run more than skin deep. Starting with the frame, well, it’s completely new, and the brand has tweaked its flex-to-stiffness ratio in a bid to make it a little more compliant. This is simply to make it more comfortable and less punishing as it’s pushed through rougher terrain. Grams have also been shaved, which has then allowed the bike to carry burlier componentry.

Then, there’s the linkage. Santa Cruz’s famous VPP linkage is gone, as the Tallboy has gone the way of the Vala, utilising a four-bar suspension layout that’s not too dissimilar from its e-bike cousins. The brand says that this move has given its engineers more freedom in how it shapes its kinematic. As such, this generation of the Tallboy features less anti-squat and anti-rise than before. Again, that’s to help it plow through tech. But that’s balanced with its shorter travel, which should retain the level of playfulness that the Tallboy has made its name upon.

Speaking of suspension, it’s welcomed a boost of millimetres. At the rear there’s now 130mm of squish and 140mm up front to play with.

As for frame features, there’s all of the good stuff. There’s an updated Glovebox downtube storage system, helpful for storing snacks or whatever. That’s joined alongside an accessory mount under the downtube, and there’s internal cable routing that’s molded into the carbon. So pop one end of the cable in at one end, and it’ll fire out the other. Having played with this system on the Bronson, it’s the dream.

This bike is a 29er through and through. Although you can, if you really wanted to, there’s no provision that allows you to run a 650b wheel in the rear, or a mixed wheel setup without affecting the geometry. Yep, there’s also space in the front triangle for a water bottle, and there’s a threaded bottom bracket.

The Tallboy’s geometry is pretty much on the money for a 130mm trail bike. The large I’ve tested gets a 472mm reach, a 64.8-degree head tube angle and a 77.2-degree seat tube angle. The chainstay then stretches to 438.5 degrees. If that’s all a little slack for your tastes, there’s a flip chip at the lower shock mount that steepens up those angles a hair.

Santa Cruz Tallboy XT Di2 – Componentry

Each of the Tallboy models revolves around Santa Cruz’s CC carbon frame, and as its name suggests, the model I’ve been riding features Shimano’s XT Di2 wireless drivetrain. SRAM’s Motive Silver brakes mated to a 200mm HS2 rotor at the front, and a 180mm rotor at the rear really give a great indication of this bike’s intention.

Suspension is provided by RockShox in the form of the Pike Ultimate fork, damping 140mm of front wheel travel, while a Deluxe Ultimate shock handles the rear 130mm.

The wheels come from Reserve with the 30SL duo, and a very neat feature is that the rear wheel benefits from DT Swiss’s Degrees of Freedom tech. This is an adjustable system that acts as a bit of relief from excess pedal feedback. But the best bit is that if it’s not for you, you can turn it off and it hardly adds weight or extra complication to the build.

Those wheels are home to a pair of Maxxis Forekaster tyres in the MaxxTerra compound and EXO casing. These measure at 2.4” in width and I’m told that the Tallboy’s maximum tyre clearance is 2.4”, but that may vary depending on which tyres and rims you’re running.

Santa Cruz Tallboy XT Di2 – Performance

I’ve been incredibly impressed with what the Tallboy has to offer. Though, if I were to buy this bike, I’d make a couple of changes.

But to start with how it actually rides, it’s mostly excellent. Pedalling is good and reasonably easy going, and the bike’s shaped well enough to keep it comfortable and well behaved on the climbs. Even when the ascents got particularly steep, I never felt any real need to shift my weight excessively to keep the traction coming. That’s at the front and rear of the bike.

Things do get a little interesting when it comes to anti-squat. It doesn’t kick in unless there’s a good touch of power going through the pedals. So during efforts where I wasn’t really putting in that much effort, some pedal bob became apparent. Under such conditions, some energy is being sapped through the suspension’s unwanted movement.

But show a little willingness and the suspension firms up nicely, transmitting leg power to rear wheel momentum efficiently, so it rewards a bit more effort. I’ll go on record and say that the smidgeon of pedal bob is quite a minor drawback, as most of the time, you’ll likely be putting in enough energy to keep the anti-squat in its sweet spot. Then, throw the tyres into the mix, and the Tallboy is a reasonably keen bike to pedal about.

Although the shock remains still when under pedalling loads, for the most part, it’s still active when rolling over bumps, and it doesn’t squat into its travel more than what’s necessary. So the bike remains predictable but grippy.

The Tallboy seriously comes alive on the descents, where it proves that it’s an incredibly well-rounded and considerately shaped bit of kit. Geometry-wise, Santa Cruz hasn’t put a foot wrong as it’s relaxed enough to summon up as much stability as it needs to remain comfortable at the ridiculous speeds it encourages, but it’s just conservative enough to maintain a whippy, playful and agile ride.

It’s a very intuitive bike to ride, immediately comfortable and for a bike of its travel, surprisingly capable. Tipping it into corners throws no curveballs, allowing the rider to manipulate it exactly how they like. It’s able to provide plenty of front-end support when navigating steeper and more demanding trails, but without sacrificing its performance when the trails aren’t full-on gnar.

Then there’s the suspension. It’s still a bit of a surprise to see Santa Cruz move away from its VPP system, but it really plays to the Tallboy’s strengths. There’s plenty of progression within its 130 millimetres to help the bike stay propped up through heavier compressions, but active enough to smooth out choppier tracks.

DT Swiss’s DF, or Degrees of Freedom tech, plays a role here, too. Turn it into its off position, and you’ve got that real trail-bike character that you would expect from a bike like this. But flick it into one of its more open modes, and it brings a real air of predictability and surefootedness. It really shifts the bike’s personality, which I think is a very nice touch.

With its balance of composure, capability and pedal-friendliness, I’ve found myself throwing the Tallboy in the back of the van far more often than I have the Bronson that I’ve been long terming. That’s because it brings a very similar level of plowability, but it’s lighter, livelier, and easier to pedal around.

As a sum of its parts, the Tallboy is fast. Very fast, and it’s very easy to hold onto when at speed. A lot of that is thanks to Santa Cruz’s sculpting of the frame, and squeezing a bit of compliance from it. When at Mach 10, it’s not harsh. In fact, it’s unexpectedly forgiving. But it doesn’t feel bendy at all. The brand’s really hit the compliance nail on the head here, building a bike that’s stiff enough to be responsive and interesting, but with just enough flex to keep your tibia from blasting through your kneecaps.

I do have a couple of niggles, however. I don’t believe that Santa Cruz has got it quite right with the tyre spec, and really, that statement is a compliment to the bike. Forekasters are excellent tyres in the right conditions and on the right bike. At the rear, it makes perfect sense, but I’ve found that the Forekaster on the front leaves the Tallboy a little undergunned. When tackling faster, looser and steeper trails, it doesn’t quite have the bite to promote confidence. Braking isn’t as powerful as I would want from a bike of this capability, and it throws a hint of unpredictability to the ride. To remedy this, I’ve swapped the Forekaster for a Dissector Gen 2, which much better complements the Tallboy’s hell-for-leather ride.

And I have my issues with Shimano XT Di2. It shifts beautifully, and I’m a huge fan of its shifter design. But its clutch really needs beefing up a bit. With every square-edged hit and with every landing after a drop, the mech has clunked, rattled, and just marred the seamless ride. It’s a shame, but it’s annoying.

Santa Cruz Tallboy XT Di2 – Verdict

In this build, the Tallboy will set you back £7,000, which is no small amount of money, and being honest, I think looking elsewhere in the range may serve the bike a little better. For example, the Tallboy GX AXS shouldn’t suffer as severe a mech rattle as the XT Di2 build. Its suspension isn’t as fancy, but you’ll save £700. I’d even be tempted by the 90 build that costs £5,299. It gets Eagle 90 (duh) and more basic suspension again, but if £7k is your budget, you could upgrade the bouncy bits if you really want to. Though neither of these models benefits from the Degrees of Freedom tech.

But this is a Santa Cruz bike, and you’ll be paying the notoriously higher Santa Cruz prices whichever model you choose. Alright, so Canyon is a direct-to-consumer brand, so you’re saving cash already, but its new Lux Trail in its top-end, full Fox Factory, SRAM XO Eagle Transmission drivetrain model will set you back £5,699. But, having ridden a more affordable model of that bike, it definitely feels more cross-country derived and doesn’t quite have the ‘big bike in a small bike’s body’ ride of the Tallboy.

But with Santa Cruz, we’re looking at the premium end of the MTB market, so to compare properly, something like Yeti’s SB140 C3 GX AXS might be your flavour, which shows better value at £6,799. This gets Fox Factory suspension and wireless shifting, but it’s not a smaller travel bike like the Tallboy.

You can pick up an Orbea Occam SL M10 for £5,499, which gets mechanical shifting but top-end suspension and a similar geo to the Tallboy.

Trek also pips Santa Cruz in the value department with its Fuel EX 9.8 XT Di2 coming in at £6,300. There’s Fox Factory suspension, more aggressive tyres and that wireless Shimano Di2 XT kit, if that’s your bag.

Santa Cruz’s Tallboy is one of those cases where you’ll be spending a little more money, and maybe get less bling in return, but what you will be getting is a true all rounder than punches well above its weight in the capability department. It’s reasonably light, it’s whippy and playful, but it really doesn’t hold back when things get tougher. It’s quick, packed with all of the mod cons, and really, it’s tough to ask for any more from a trail bike. Although, to sound harsh, XT Di2 can get in the sea, and the bike begs for a front tyre upgrade.