TESTED: Lapierre XR 629
For 2017 Lapierre have refreshed their cross-country XR platform, and it's back as a modern cross-country bike - with the electronic suspension to match.
While Lapierre were launching a host of new Overvolt pedal-assisted bikes at their 2017 launch, they were also very proud of their new XR – the French companies cross-country full-suspension platform. The XR was originally developed in 2012, and Lapierre’s E:i electronic shock management was designed for the 100mm travel bike. While E:i has developed into E:i Auto with faster actuation and a smaller head unit – it also moved onto the Zesty lines of bikes. It turns out a shock system that adjusts 60 times a minute to suit the terrain has use outside of just cross-country riding.
For the racer inside
With many changes coming to how cross-country bikes are being ridden, raced and designed, Lapierre have overhaulled the 29” specific XR for 2017. The shock has moved away from the middle of the seat tube to ahead of it and below the top tube. The frame’s reach has become longer, the head angle slacker, and the chain stays are shorter. By using material technology from the Lapierre road line, engineers have ensured that the bike has exceptional stiffness front to rear, despite just a 1.8kg frame weight.
The E:i Auto shock has a new battery mount for easier removal and greater water proofness, and the OST+ suspension uses a virtual pivot point for pedal efficiency, with a suspension curve that is very firm to the sag point, but moves well through the stroke beyond it. With the electronic damping adjustments, it means you can have a more supple setup without having to reach for lockout too often. Infact, the E:i looks after that for you – you don’t need to think about it at all.
The XR frame has full internal routing for Di2 or mechanical group sets, and can be built for 1x or 2x group sets. It is also dropper post compatible, and has a ‘Trap Door’ at the base of the seat tube to allow for internal battery storage very low in the frame.
Lapierre have designed the bike around a 51mm fork offset, which is what Trek have been doing for years, plus Norco do it with their Revolver range, and Cannondale even take it a little further with their Scalpel Si. The increased fork offset with a reduced trail measurement creates stability in a straight line, but agility when cornering – as long as it is paired with a short stem and wide handlebars, which all the brands do. Stable, but agile. Who doesn’t want that?
The XR 629 I tested use a mix of Shimano’s new SLX and XT 11 speed parts in a 2x setup, with a RockShox Reba Fork and DT wheels. All perfomed as expected but let’s focus on the ride of the frame.
On the trail
Having ridden a number of ‘new school’ cross-country dual suspension bikes it’s always interesting to see how a brand tweaks the numbers to get the slack but agile, stiff but light, plush but efficient ride that riders and racers demand.
From the first rock garden, it was clear that Lapierre had made a laterally stiff bike with the XR – it was really solid when pushed hard, also in corners and down rocky drops. Some light frames have a discernable wobble through the top tube – but not the XR. The longer reach is much appreciated, as even without a dropper post it was hard to feel too pushed over the front – thanks in part to the spec of a shorter stem and wide bars too. But having fitted a short travel dropper to my own bike – I know wish all XC focused bikes came with one.
Having tested a Zesty with E:i Auto, I was always intrigued about how the system would feel on a cross-country bike. To me, riding or racing in a cross-country discipline was the perfect place for an automatic suspension management system. E:i Auto has a mount on the fork and at the stem that picks up the size of the hits that the front of the bike is receiving, and sets the RockShox shock to open, firm, or locked out accordingly. Sure, manualling into a ledge could put it off. But in general it is an excellent way to get the most travel, and most efficiency out of a short travel bike.
After about an hour on the XR on some rocky and rooty French trails, I opted to drop the shock pressure about 5 psi below recommended for the sag. I found it was that little bit plusher, but with no lag when on the gas – thanks to the E:i system. This was absolutely perfect. That said, on my own set up with tackier tyres running tubeless, it may not be required. The stock tyres had tubes, narrow rims, and a very hard OEM Maxxis tyre which did let the bike down a bit on the muddy rocks and roots.
With the geometry changes, laterally stiff frame, and a plush yet efficient suspension setup – Lapierre have achieved what many brands have attempted, but only a few have succeeded with. It’s a mountain bike with trail bike confidence but cross-country ability and weight. And if you take a look at how cross-country racing is changing, that is exactly what is required.
The XR 629 is a lower end parts spec but the models above should suit any performance requirements, but it is worth noting that riding a 2×11 group set with Shimano’s Side Swing front derailleurfelt great! The shift is fast, crisp, and the range beats that of any 1×11 setup.
Thoughts on the Lapierre XR
As a devoted cross-country rider and occasional racer, it is always exciting to ride new bikes that promise to be lighter, stiffer, faster – newer! And while many I have tested offer a lot of what they aim to do, Lapierre’s ride quality and geometry match my current benchmark for 29” XC bikes – the Trek Top Fuel. However, the E:i Auto shock system brings no-fuss suspension management to the bike, and pushes it ahead. The system does add some cables and complexity, but Lapierre have used it for a number of years, and servicing options are in place. A day riding the XR was an eye opener, and I look forward to a long-term review later in the year to see how it handles the rocky terrain many of us ride and race on in Australia.
RRP: $4999
From: Advance Traders
