First ride: The new Santa Cruz 5010 features in-frame storage and a sporty new haircut

Santa Cruz has revamped nearly its entire line this year, and today the California brand announced the new 5010. The 5010 has historically had a place in the Santa Cruz line as a 130mm, 27.5-inch trail bike, but it’s now dropped Smaller front wheel, switched to a hybrid wheel setup. (That means the 27.5″ version of the V10 is Santa Cruz’s only small wheel, but even that bike comes mostly in 29″ and mullet configurations.)

I had a chance to try out the 5010 in the Utah desert, which has extremely dry dirt, sharp rocks, twisty descents and hard climbs—basically ideal terrain for this type of bike.

5010 5 Details

• Wheel Size: Hybrid 25.7″ / 29″
• Travel: 130mm, 140mm forks
• C & CC Carbon, Aluminum
• 64.9º or 65.2º head angle
• 76.8º Seat Tube Angle (Size L, Low)
• 437mm chainstays (L, low)
• Sizes: XS, S, M, L (tested), XL, XXL
• Weight: 31.0 lbs / 14.1 kg (L size, GX AXS build)
• Price: TBD

In addition to the Santa Cruz 5010, the women’s Juliana Furtado was also released today, with almost identical details: the build kits are comparable, the main difference being that the Juliana Furtado comes in a “matte aquamarine” colorway, available in 760mm instead of larger than 800mm Bar, only available in XS, S and M sizes. Like the rest of the Juliana’s lineup, it will also come with shocking tunes aimed at lighter riders than its Santa Cruz counterparts. (Sizing is the reason I’m on Santa Cruz and not Juliana because I’m riding an L frame.)

Between the 5010 and the Furtado, there are three colorways: Matt Nickel, Gloss Red, and Matt Aquamarine.

frame details

The 5010 looks much the same as its predecessor, and the lower-link-driven VPP system characterizes nearly all of the Santa Cruz lineup. We’ve also seen the same in-frame storage bins that have popped up on the new Megatower, Hightower and Nomad models so far this year, now in the 5010. There’s plenty of room for tools in the spacious storage compartment, and the Santa Cruz includes two padded sleeves – a tool purse and a tube purse – to keep the box contents quiet and secure. The box has a snap lock, which can be a little tricky to operate with gloves, but it stays closed and the lid has a water bottle holder.

The bike has the same internal cable routing, frame protection and UDH compatibility as the previous version, although it comes with Santa Cruz’s own version of the derailleur hitch. Chainstay length and seat tube angle vary across the size range, as do frame stiffness to keep the bike feeling consistent across the range.

The rear end of the Boost spacer fits tires up to 27.5″ x 2.5″ in size. The bike also fits 180mm rear mounted rotors and has ISCG-05 tabs for the chain guide.

New to this version, there is a small cutout in the frame for viewing the shock channel and checking for sag. In previous versions, the shock basically disappeared into a mysterious hole, and it was hard to see the O-ring, so this time Santa Cruz put more user-friendliness in the suspension setup, which is good.

There’s also an aluminum version of the frame, although I haven’t seen it yet, so it’s unclear if it’s the same detail as the carbon fiber frame.

Important details: Clean routing and frame protection.

The glove box is a nice addition to this year’s Santa Cruz frame, and the shock tunnel cutout makes the suspension setup less mysterious. Also – there’s a flip chip, but it requires an Allen key and an appreciation for subtlety.


As mentioned, the biggest change here is the move to a 29-inch front wheel — a smart move, I think, for the Santa Cruz, based on a mix of wheel sizes that are standard on many bikes and all-rounders today.

Like every bike before, the front of this bike has been relaxed and extended by a few millimeters. The wheelbase has also grown by around 15mm – in sync with the larger front wheels, of course.

For those who prefer finer adjustments, the Santa Cruz uses a flip chip that allows for 3-4mm (depending on size) bottom bracket height adjustment and 0.3-degree head angle adjustment, though the high also has slightly more leverage.

suspension layout

To improve the bike’s sensitivity at the top of the stroke, Santa Cruz has reduced its peak anti-squat by 16%, making it significantly lower than earlier versions in the first 100mm of travel.

Otherwise, the suspension platform is the same as the previous 5010, and the leverage ratio curve is straight, meaning the bike will keep going up as the suspension compresses.

Juliana Furtado shares all the same frame details, but targets smaller and lighter riders.

Specification Check

I don’t have pricing for the model yet, so you’ll have to bear with me as I can’t make too many positive comments about the value of each part’s specs. However, the bike I was testing had a GX AXS drivetrain, RockShox Super Deluxe Select+ shock, RockShox Pike Select+ fork and Reserve 30 HD rims from Santa Cruz.

The build kit is solid for a mid-level build, although it’s nice to see the top-of-the-line suspension do what I’d expect for this bike. That said, nothing gets in the way of this bike. The Maxxis DHR II Exo combo is a very reasonable tire spec for this bike, and the SRAM G2 brakes are totally adequate for this class of bikes—though given the bike’s descending ability and only 40 between the G2s and the Codes Gram difference, it would be nice to see a spec with more powerful brakes.

riding impression

Jumping on the 5010, I was immediately struck by how dynamic this bike was while pedaling. While the geometry feels just right for a comfortable all-day adventure gear and capable descenders, the bike feels efficient and snappy and makes me want to pedal harder to get to places, but it seems to balance out some of it by being very damped Speed ​​feel.

On the climbs, the 5010 was more stable than some light trail bike counterparts, with a slack head tube angle and a steep seat tube angle. The pedaling position is just above the bottom bracket – nice and sporty. On technical and smooth climbs, the bike was easy to put exactly where it was needed.

Once pointed downhill, the 5010 likes to have a good time. It’s much quicker than most bikes that prioritize descents, but feels solid at speed. The main tradeoff I’ve noticed is that traction is harder to come by on descents than on a more sensitive bike – even though the Santa Cruz has tweaked the anti-squat compared to the last version, and the feel is generally fairly damped ‘s suspension.

In some ways, the comfortable and aggressive geometry shows that it’s easy to overuse the gnar and get into the bike’s head. While I haven’t experienced this when it comes to travel, I do – as mentioned – feel overly invested in traction at times. I don’t necessarily think that’s a bad thing. The fact that a short-travel bike can be comfortable enough for me to do roughly is fantastic. In short, it’s a short-travel bike with a geometry that allows it to ride a little bigger than the numbers suggest – another point that supports stronger brakes to match the bike’s knobby tires and all-around capability.

Remember we’re still talking about a 130mm bike, the 5010 feels really good in gnar-lite, the playful trails aren’t overly technical but do need a little forgiveness, and the low center of gravity and short rear end make it easy to rip in corners crack. Handling is very, very simple, and all in all, this bike does a good job of smoothing out the rough stuff without sacrificing its lively, efficient personality.

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