Matt Beer: "I put down my third fastest timed lap on the Range. Going fast isn't everyone's number one goal when choosing a bike, but it is one more metric we can use to differentiate the bikes in test. This offered the longer and heavier bikes a chance to show how their brute stacked up against the more spritely ones in the bunch. Previously featured in a Canadian National Enduro round, our timed section of trail was primarily made up of tight, fast corners with square edges rocks and roots. It's only really on slower speed maneuvers where it could potentially make contact if you're off-line. Plus, it rotates out of the way when the suspension is compressed. I did strike the link a few times while navigating some uphill rocks and lurching over logs, but it is a beefy chunk of aluminum with a thick plastic guard. Looming below the chainguide skid plate is the lower rocker link. The chainguide uses a tab instead of a lower pulley wheel to keep the things on track, lowering chain wrap on the ring, but we never once had any drivetrain hiccups. This was most apparent when pushing through the twelve and six o’clock positions at a low cadence in the taller three cogs, basically any super steep grind. How about that idler? Well, it’s fairly quiet as the chain passes over the 18 tooth jockey wheel, which is larger than some other high pivot bikes, but there is still some noticeable drag when pedalling at lower speeds. I preferred to rely on the "cheater switch" exclusively for surfaced climbs. There is a climb switch to maximize efficiency, but the anti-squat level wards pedal-bob well and the bike has more traction on technical climbs with it the shock open.
With a bike of this nature, you do have to lean forwards a touch to keep the front wheel from understeering on tight switchbacks, but for steep pitches, it’s not going to loop out. A steep seat tube angle keeps your hips more vertically inline with your feet, over the bottom bracket, and also straightens your back. It’s not going to knock down climb KOMs, but the lower gears allow it to twiddle up any climb. The Range loves a shuttle or chairlift to the top. We washed the bike frequently, but never experienced any creaking or loose hardware, although its something to keep in mind for longer term usage. During our two weeks of pushing this bike to the limit at Sun Peaks Resort, the dirt conditions were all time and not extremely dusty. There are also a ton of nooks and crannies for dirt to creep in between. The Range’s exploded view document lists over eighty unique parts, but can accept SRAM’s universal derailleur hanger (UDH). Speaking of bolts, there is a boatload of them. Potato Head with the size-specific parts - they will negatively affect the kinematics. The bolt on dropouts would make this arrangement a cinch to swap out, but Norco has a firm stance that you should not play Mr.
I would still like to see an option to run a 27.5” rear wheel, making the bike easier to throw around at low speed. During extensive testing, Norco received feedback from shorter riders that said butt buzzes from the 29” wheel were not an issue, due to the completely rearward axle path. Dual 29" wheels must be used, but that doesn’t deter the Range from slaying jumps or cornering hard. This keeps a sky high seat on the XL frame further forward on the bike to avoid any unwanted wheelies while climbing. As you move up in frame size, those numbers decrease and increase by a quarter degree, respectively. The size small frame receives a 63.75º head tube and 76.50º seat tube angle. Our size large had a generous 641 mm stack and 1285 mm wheelbase. There are four sizes with the smallest starting with a 420 mm reach and increasing by 30 mm per size. Depending on the chainstay length, the main link arm and dropouts can change to keep the leverage rate optimized across sizes. They applied their “Ride Aligned” system to adapt the angles and wheelbase for different size riders. Norco poured a ton of research and development into this suspension design. The virtual high pivot design is a departure from the previous generation Range and the new frame must be used with a coil shock either a Fox DHX2 or RockShox Super Deluxe, due to clearance constraints and to match the leverage ratio. In the middle is the C2 model for $6,999 or there is a frame and shock kit available for $3,799 to custom build yourself.
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Our top of the line Range C1 was spec’d with We Are One carbon rims on Onyx Vesper hubs, a Fox 38 Factory Grip 2 fork and SRAM Code RSC brakes for $8,999. Starting at $5,599 USD, the Range C3 gets treated to a Shimano Deore/SLX drivetrain and a RockShox ZEB.
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