The 7 Best Enduro Bikes of 2025, Tested and Reviewed

Updated June 17, 2025 09:50AM

The goal of an enduro bike might seem straightforward: to go downhill fast and with style without sacrificing all your pedaling efficiency. But slightly different geometry and new tech can dramatically change how each bike achieves that goal. Our seven favorite enduro bikes in the category this year are all insanely fun in their own unique ways.

At a Glance

Updated May 2025: We added a new value pick, the Marin Alpine Trail, to this list. We also updated pricing and info on previously included bikes.

Editors’ Choice

Trek Slash

Tested Build: 9.9 XO AXS T-Type Gen 6
Weight: 34.4 lbs (size M)
Travel: 170 mm, 170 mm fork
Frame: Carbon
Wheels: Mixed or 29″

Pros and Cons
⊕ Excellent geometry and balanced ride
⊕ Predictable suspension
⊕ Climbs well for such a downhill-focused bike
⊗ May be too stiff for some riders
⊗ Noisy until we put STFU tape on the chainslap

Trek’s engineers typically have a careful approach to bike development, rarely taking things too far. With this year’s Slash, they pushed the envelope a bit further than they usually do to make the ideal pedal-access, descent-focused bike. It certainly is a far departure from prior models, now featuring a high pivot layout, meaning the bike’s main pivot is placed above the top of the chainring and the rear wheel axle. But in many ways, it still has the classic Trek ethos.

There’s a broad assumption that the bump-eating gains of a high pivot bike come at the cost of maneuverability and pep in less steep terrain. There are a few exceptions to this claim, and chief among them is the new Slash. This bike can happily mow through chunky sections of trail but is equally capable when things get tight and slow, thanks to the carefully-considered geometry and very predictable suspension feel.

That predictability is key to the overall versatility of the bike, as you can push into the suspension in more flowing terrain without feeling like you’re losing too much energy to the rear end. This support ramps up nicely in the middle of the stroke, meaning the bike has excellent small bump performance and grip. With 27 millimeters of bottom bracket drop, the center of gravity is quite planted on the Slash, adding to the cornering stability.

With 170 millimeters of travel in the front and rear, it’s safe to assume that climbing the Slash would be a bit of a bear, but the product team went to great lengths to ensure that it’s not a major chore to go uphill. The Slash climbs comfortably and consistently, offering enough support to ride high, while still absorbing bumps along the way. One Bellingham-based tester spent some long pedal days on the Slash, and never found himself hating the experience—it was more than happy to motor along on logging road climbs as it was excited to rally up technical bits of trail.

Jumping feels natural and intuitive on the Slash, managing to feel fun and energetic on smaller side hits and natural doubles. It does feel like its penchant for speed dictates some of the terrain you’ll want to point it down, as it truly comes alive when you’re pushing hard on seriously challenging trails. The Slash proved to be a very quiet bike, save for some very persistent chainslap noise. This was fixed using aftermarket STFU tape, resulting in a silent ride.

Overall, the new Slash is incredibly versatile, with many ways to adjust the geometry. Press-in headset cups allow the rider to slack out or steepen the head tube by one degree in either direction, a replaceable lower shock mount accommodates either a 29- or 27.5-inch rear wheel, and it has a flip chip to switch between high and low shock progression modes. Both the carbon and aluminum models have ample in-frame storage and some top tube bottle bosses, so you have plenty of room for tools, water, and snacks on longer rides.

As a whole package, the Slash is a stiff and precise-feeling bike, perhaps too much so for some who want a more forgiving ride. If you’re looking for an advanced bike that wants to go downhill fast but can handle the uphill when you need it to, the Slash is your new best friend. —Dario DiGiulio

Best Value

Marin Alpine Trail

Tested Build: Alpine Trail XR AXS
Weight: 37 lbs (size S)
Travel: 170 mm fork, 161 mm (MX), 156 mm (29”)
Frame: Aluminum
Wheels: Mixed or 29”

Pros and Cons
⊕ Adaptable
⊕ Very capable on steep, rough trails
⊕ Steep seat tube angle feels great on steep climbs
⊗ Size S can’t accommodate a water bottle
⊗ On the heavier side

The 2025 Marin Alpine Trail is now a mixed-wheel affair (with the capacity to go full 29″), with 161 millimeters rear wheel travel and a host of geometry adjustments, making it one of the more adaptable enduro bikes on the market.

The Alpine Trail’s steep seat tube angle equates to a short effective top tube length, which makes it easier to keep the front wheel weighted. (Slack head tube angles can lead to a front-end that has a tendency to lift on steep climbs).As a result, the Alpine Trail is far easier to manage on steep technical climbs than its slack front-end might suggest.

The Alpine Trail’s geometry adjustments make the bike particularly versatile. You can adjust it to be long and slack for the steepest, gnarliest trails, or shorter and a little steeper for trails that don’t plunge straight down the fall line. The rear-end of the bike tracks reasonably well, and while it doesn’t have the buttery smooth feel of some of the mid-pivot enduro bikes, it generally feels composed when it goes deep into its stroke.

The Marin Alpine Trail XR AXS is the quintessential enduro bike. It offers a composed and supportive rear-end, and feels safe to ride fast while handing its rider heaps of confidence that breeds good times. Plus, the geometry adjustments allow the bike to adapt to a wide range of tastes and terrain. It’s not the lightest bike, at over 37 pounds, but the stock configuration is a great starting point, and will satisfy many riders without needing any upgrades.

Most Forgiving Enduro Bike

Scott Ransom

Tested Build: 900 RC
Weight: 34.2 lb (XL)
Travel: 170 mm
Frame: Carbon
Wheels: 29″ or mixed

Pros and Cons
⊕ Long-travel yet well-controlled suspension
⊕ Stable but balanced geometry
⊕ Shock is protected from mud and debris
⊗ Six-bar suspension and headset cable routing difficult to work on
⊗ Pricey

Is the Ransom 900 RC worth ten thousand dollars? Of course not—it’s a bike. But it does manage to pull off the elusive trick of giving you loads of travel for descending without paying for it on the climbs. It’s stable and forgiving without becoming lethargic. It’s a bike that can flatter you in a wide range of situations, from trail rides to bike park laps to enduro racing. Even the cheaper builds are not the best value, but the Ransom is among the most capable and versatile enduro bikes you can buy right now.

The big (if unsurprising) story is the move to an internal shock inside the downtube. This keeps the shock protected from debris, dust, and mud—after several wet rides and bike washes, the shock stanchion still had a coating of factory oil on it instead of the usual muddy slurry. This change is combined with a new six-bar suspension system that drives the shock with a short link that rotates around the bottom bracket. The shock can be adjusted on the fly with Scott’s “TracLoc” system, which increases progression and/or adds compression damping for climbing. The old Ransom has always been known as one of the lightest enduro bikes, but the six-bar layout adds some bulk compared to its predecessor.

I’ve been riding the Ransom in Spain as well as on my home trails in the Tweed Valley. For me, the old Ransom missed the mark, feeling compromised on the climbs and the descents. But the 2024 iteration nails the brief of combining long-travel descending capability with uncompromised climbing composure.

While Scott says they aimed to maintain the climbing composure of the old bike, I think the new Ransom is much better when pointed uphill. The seat angle is steep enough to feel comfortable when riding all day or on steep climbs, as the suspension stays on top of its travel nicely. Thankfully, it doesn’t rely on the TracLoc function to maintain climbing geometry or resist pedal bob—if you never used it, the Ransom would still be a good climber. It’s remarkably stable under power, which is even more impressive considering the 170 millimeters of travel on tap. At the same time, the suspension still manages to move up and over bumps under power to maintain a smooth ride. Overall,iIf an epic pedaling mission was in the cards, I’d happily take the Ransom.

On the downhill, this bike shines when you let it run through fast, rocky sections of terrain. The suspension and geometry create a balanced and forgiving feel without being overly soft or unwieldy. The suspension tracks the ground nicely while remaining composed and predictable, and the ride is impressively quiet in the rough, with no obvious cable or drivetrain rattle. Some high-pivot bikes may take the sting out of square-edged hits a little better and offer a more cloud-like ride, but none of them climb this well. Despite the travel on offer, it never bogs down or becomes lethargic when you want to ride dynamically; there’s a good balance of sensitivity and support, and it’s relatively easy to manual through tight sections. —Seb Stott

Best All-Rounder

Reeb Steezl

Tested Build: GX AXS Transmission Air
Travel: 155 mm frame travel, 160-170 mm fork
Frame: Aluminum
Wheels: 29″ or mixed

Pros and Cons
⊕ Extremely quiet
⊕ Excellent in a wide variety of terrain
⊗ More aggressive riders may want deeper-feeling suspension

Reeb Cycles has been making an eclectic lineup of bikes for some time now, garnering quite a bit of attention with their SST trail bike, proving yet again that steel is a perfectly viable material for high-performance mountain bikes. Following the SST came the Steezl, a 140- or 155-millimeter all-mountain bike, designed around 160- or 170-millimeter forks.

The front triangle is made of steel and the rear of aluminum. You can run the Steezl with 29-inch wheels, or with a 27.5-inch wheel in the back to make it a mullet bike. The 64-degree head angle and 77-degree seat angle are typical of most all-mountain bikes now.

While the material selection and straight lines of the Steezl’s frame construction may look simplistic and traditional, the manufacturing methods are anything but. All of the cleverly machined, laser cut, and 3D-printed frame details are made and assembled in the United States, which is a huge point of pride for the team at Reeb.

In a world of increasingly chunky bike profiles, the Steezl really stands out. But it’s not just the streamlined layout and color that set this bike apart—it also offers a ride quality that matches the craftsmanship. There’s no one distinct element of the Steezl that defines the ride quality to me, it’s just a nicely rounded package. It’s an easy bike to feel comfortable on, but also a good bike to challenge yourself if you so desire. It’s fun, quiet, and super capable.

This is the bike I brought with me to Crankworx Whistler this year, so it saw about two weeks of park laps and nasty pedal trails in addition to all the more typical riding around home in Bellingham, Washington. —Dario DiGiulio

Best Park Bike

Devinci Chainsaw

Tested Build: GX 12s
Weight: 37 lbs (size M)
Travel: 170 mm
Frame: Aluminum
Wheels: 29″

Pros and Cons
⊕ Eats bumps without feeling glued to the ground
⊕ Excellent value
⊕ Versatile configurations
⊗ Climbing is a chore—no lockout on shock
⊗ G2 RE brakes hold back descending capabilities

When Devinici set out to build their fresh new gravity bike, they honored Canadian downhill legend, the late Steve Smith, by using his nickname, the “Chainsaw.” The brand built the bike to ride the middle ground between an enduro weapon and a downhill race sled—all without breaking the bank.

The Canadian-made alloy frame begins at a reasonable $3,599 with a 29er build fit for pedaling up and then charging down. There’s also a dual-crown version with a 27.5-inch rear wheel to cater to the freeride crowd and aspiring downhill racers.

Featuring the same bump-erasing, high-pivot suspension design as the Spartan HP model, the Chainsaw squeezes out 170 millimeters of rear wheel travel. That can be boosted to 180 millimeters by removing an internal travel spacer, which would best suit the downhill configuration. Need more suspension options? The Chainsaw is designed to accommodate a coil or air shock, too.

By just looking at the geometry table, you might guess that the Chainsaw GX is ready for the gnarliest lines with a 62.9-degree head tube angle. If that’s too much to handle for your regular lunch lap, an offset chip on the frame can be flipped to the “HI” setting to speed up those steering traits. In addition, that flip chip can be used to correct the geometry, should you wish to run a 27.5-inch rear wheel instead of the 29-inch.

Between all the fork, shock, and wheel configurations, the possibilities are endless with the Chainsaw. It’s certainly a bike that prioritizes descending with comfort and confidence. However, riders concerned with climbing efficiency may be turned off by the increased chain friction from its high-pivot design and the lack of a climb switch on the Enduro models.

Most Energetic Racer

Ibis HD6

Tested Build: XX Eagle T-Type AXS
Weight: 30.66 lbs (size M)
Travel: 165 mm, 180 mm fork
Frame: Carbon
Wheels: Mixed

Pros and Cons
⊕ Can charge rough trails yet remains alive on flatter terrain
⊕ Quiet and efficient rear suspension
⊗ Low stack height and greater fork sag gave us pause on steeper trails

The all-new HD6 was developed for enduro racing, making it the most aggressive bike in the Ibis catalog. With 165 millimeters of rear wheel travel and a whopping 180 millimeters in the fork, it isn’t afraid to handle technical trails. Deferring from the recognizable looks of past Ibis models, the HD6’s compact carbon frame rides on a 29-inch front wheel and a nimble 27.5-inch wheel out back, helping it accelerate out of corners and generate speed in the blink of an eye.

Like all Ibis full suspension bikes, the highly efficient nature of a DW-Link platform works to calm down bumps of all sizes without feeling like a wet noodle when you need to stomp on the pedals.

Being a high performance machine with a focus on enduro racing, its lightweight component package doesn’t come cheaply. Our XX test model costs nearly $12,000, although the GX build is half that number and retains that Factory level suspension. But it’s hard to find fault with the components on the highest-end package. The top-level kit weighs just 30.6 pounds and leaves little to be desired. SRAM’s premium XX AXS Transmission delivers the latest in drivetrain technology—wirelessly at that—and Fox takes care of the suspension with its highly favored Factory 38 fork and X2 shock.

Moving against industry trends, the chainstays never deviate from a 435-millimeter length, meaning the rider’s balance may not be the most stable at the upper end of the size spectrum. In addition, the single-size rear wheel option and the inability to change the geometry without aftermarket components make it less than versatile. Furthermore, we found a peculiarity in the handling, notably on severely steep trails. An already low front-end height had a way of making the steering twitchier than expected as the lengthy fork eagerly pushed through the travel.

The HD6 is all about getting up to speed in the blink of an eye, snapping around tight corners, and providing a comfortable ride on long descents; characteristics of an ideal enduro race. For riders less concerned with clocking their times, it also won’t be a burden on less demanding trails either. —Matt Beer

Best Enduro Frame

Raaw Madonna V3

Tested Build: Custom
Weight: 35.8 lbs (size L)
Travel: 160 mm travel, 170 mm fork
Frame: Aluminum
Wheels: 29″

Pros and Cons
⊕ Beautiful handling on the descent
⊕ Robust construction and excellent weather sealing
⊗ Not the lightest
⊗ Expensive for an aluminum frame

The Raaw Madonna V3 frame is for riders looking for a fast and reliable option that puts function before fashion. While there have been numerous updates from the previous version, the overarching ethos of the Raaw Madonna remains the same. I’d call this a mountain biker’s mountain bike—it’s not some carbon eye candy that works best when it’s hanging off the back of a Sprinter van.

The aluminum frame has big bearings that are double-sealed against the elements, the cables are all externally routed, and the straight head tube, chainstay flip chips, and swappable lower shock mounts allow for plenty of geometry adjustments.

The geometry is dialed in its stock configuration—the chainstays are fairly long, the bottom bracket is low, and the stack height is fairly high, which creates the ideal position for attacking steep terrain. For riders that love going fast, the Madonna is an absolute riot. It corners like its on rails, and has gobs of grip for maintaining traction when things get slippery.

It’s quiet and composed without feeling too muted or dull, and it can smash down a rough trail with the best of them, especially when it’s set up with a coil shock rather than an air shock. —Mike Kazimer

How to Choose an Enduro Bike

Yes, all enduro bikes are aiming at getting you downhill, fast. But it’s important to consider climbing performance as well, assuming you won’t be using your enduro bike solely at bike parks. Also, keep in mind the type of terrain you’ll be riding—is it going to be steeper? More technical? Do you need a bike that focuses on excellent traction? Will you have to deal with lots of flat sections and mellower trails as well? Are you planning on hitting jumps and being playful, or will you be racing? Would a mullet bike serve you?

Answering these questions will help inform if you’d do better with a bike that has longer versus shorter travel, various head and seat angles, or a heavier versus lighter bike. It’s also a good idea to look around at what locals are on in the area you’ll be primarily riding.

Once you’ve nailed down these key factors, the field will have significantly narrowed down. See if you can get on a few test rides before you commit to anything, and ask your friends or your local bike shop gear nerds what they’ve been liking these days. Enduro bikes are so good now that chances are you won’t go wrong, as long as you get your basics down.

You must take a bike at least for a spin around the block before you pull the trigger. You might find that you’re uncomfortable on a bike with a certain geometry that you’re not used to—and although sometimes it does take some more time on the bike—you’ll know if you’re just not sitting right. Taking it for a spin will also help the shop determine which size is best for you.

How We Test

PinkBike leads our mountain bike testing and just like in previous years, the team took out as many trail bikes as they could over the whole year. They tested trail bikes in Bellingham, Washington, and Squamish, BC, in a wide range of conditions that included everything from muddy, rainy days to ones with blue skies and perfect dirt. Testing was lead by Mike Kazimer, the managing tech editor for PinkBike, who is based in Bellingham, Washington and manages all mountain bike gear coverage.

We tested most of the enduro bikes at the 2023 Enduro Bike Field Test last year in Whistler, British Columbia, and you can read all about it here. Of all the enduro bikes we tested, rear travel amounts ranged from 158 to 180 millimeters, with carbon, aluminum, and steel frames. We tested bikes on lift-serviced trails and we pedaled them uphill to experience them to their fullest extent.

Meet the Lead Testers

Mike Kazimer is the managing tech editor for Pinkbike and has been entrenched in the mountain bike world for well over 20 years. From crushing cardboard boxes as a shop grom to his current role as Pinkbike, he’s long been fascinated with the elegant simplicity of human powered machines. Based in Bellingham, Washington, Kazimer’s no stranger to wet weather, and his favorite rides tend to be long, technical forays deep into the forest.

Tech editor for Pinkbike based in Squamish, British Columbia, and a former World Cup Downhill racer.