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2018 Zerode Taniwha Signature Cane Creek Edition (discontinued)

Vital Rating: (Very Good)
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The Greatest Hope for Gearboxes - Zerode Taniwha Reviewed

With promises of improved suspension performance, greater durability, massive gear range, optimized pedaling, quiet function, and much more, it's high time Vital MTB straddled a proper gearbox bike.

Rating: Vital Review

Zerode's 160mm travel Taniwha enduro/all-mountain bike represents one of the best mountain bike frame production efforts built around a gearbox drivetrain system. Is it all it's cracked up to be? Where does it excel and where does it struggle? Does it live up the Māori monster inspired New Zealand name? After more than three months of use in dozens of locations, it's time to fill you in on the all the juicy details.




  • Carbon frame
  • 27.5-inch (650b) wheels
  • 160mm (6.3-inches) of front and rear wheel travel
  • Single-pivot suspension with 216x63mm shock
  • Collet-style pivot hardwear
  • Pinion C1.12 gearbox with grip-shift style remote
  • Internal cable routing for dropper post
  • Tapered headtube
  • 160mm IS brake mount
  • 12x142mm single-speed rear hub
  • Measured weight (size large, no pedals, burly dual coil build): 35.3-pounds (16.0kg)
  • Builds in the 30-32 pound (13.6-14.5kg) range possible
  • MSRP $10,000 USD as tested
  • Three-year warranty

Inside the Pinion C.Line Gearbox

At the heart of the Taniwha is a Pinion C1.12 gearbox with a magnesium alloy body – a newer, lighter version introduced not long ago. It provides a whopping 600% gear range distributed at even 17.7% steps across the 12-speeds. This Pinion video demonstrates how it works internally:

Maintenance wise, the gearbox is touted as being ready for 6,000 miles (10,000km) of use without needing service. When the time does come, changing the gearbox oil is a relatively simple process and requires an affordable oil change kit.

You can customize the direction of the shift by switching the cables on the Pinion's grip-shift style shifter. Given our time a dirt bike, where you twist the throttle to go faster, we opted for the rotate backwards to shift into a harder gear orientation.




On The Trail

The many varied trails of Hood River, Black Rock, Santa Cruz, San Luis Obispo, Phoenix, and Sedona played host to our rides.

One of the the big drivers behind Zerode's decision to use a gearbox is that it removes a lot of unsprung weight from the bike, which has the potential to improve suspension performance. Zerode's layout replaces a derailleur, longer chain, and cassette with a single chainring and much shorter chain. Plus, because there is just one cog in the back, a rear hub with wider flanges is used to create a stronger rear wheel with symmetric spoke angles.


Set to 30% sag, these suspension performance gains proved to be real and were immediately apparent during our first few descents. The rear wheel has that glued-to-the-ground feel over bumpy terrain because there is less weight getting tossed up and down for the shock to keep in check. This creates more traction, and, in turn, more control. Indeed, this performance trait is where the Taniwha truly shines. Traction is so good that you can get away with a faster-rolling, less knobby tire out back without issue. We were amazed time and time again at the lines we were able to hold through off-camber and wet sections of trail.

The rear wheel has that glued-to-the-ground feel over bumpy terrain because there is less weight getting tossed up and down for the shock to keep in check. This creates more traction, and, in turn, more control. Indeed, this performance trait is where the Taniwha truly shines.

Through really high-speed rough sections, the bike does a phenomenal job of keeping quiet underfoot, remaining balanced, and allowing you to comfortably and naturally look further ahead. Encouraged by this stability and the Taniwha's smooth and controlled landings, we constantly found ourselves considering and going for bigger gaps down the trail. On a few notable occasions we noted (and thanked the heavens for) the rear wheel's ability to get up and out of the way when slightly casing a gap or clipping a rock or root without pitching us forward. It's these types of instances where the suspension improvements are most noticeable.


What many will find with a coil shock installed, though, is that the Taniwha lacks pop. Various damping changes can assist some, but come at a compromise in other situations. Those searching for a "fun/playful" feel will appreciate an air shock more, which Zerode and its distributors offer. With an air shock the bike doubles down on progression, making it come alive on jump lips and providing a bit of a boost and less of a singular smooth-out-all-the-things feel.

At 5'10" tall, our tester found the 445mm reach on the size large to suit his needs well – not overly long or short. Combined with the slacked out 65-degree front end and well-chosen components, the bike is ready to tackle the steep and deep without issue. 431mm chainstays ensure it stays spirited in the turns, and the ultra-stiff rear end is quite obvious the first time you smash a corner. The bike carried speed well through all types of turns, from big sweepers to tight slappers.


Pedaling uphill for the first handful of rides took some readjusting due to the way you shift the Pinion gearbox. To shift, you have to stop pedaling slightly, essentially removing the load from the drivetrain. You're then able to twist the grip-shift style shifter, grab as many gears as you like, then continue pedaling.

Due to the requirements to make a shift, steep, unrelenting climbs can sometimes leave you searching for an easier gear at inopportune moments.

It is possible to shift while still pedaling but only under a very light load. As time goes on the Pinion gearbox does break in a bit, and shifting while lightly spinning becomes easier. At the end of our test period shifting to harder gears was quite easy to do, but shifting to an easier gear still required very little load on the system. Unless we were trying to make a slight cadence adjustment, we were typically jumping two or more gears at a time in anticipation of the next shift, uphill or otherwise.

Due to the requirements to make a shift, steep, unrelenting climbs can sometimes leave you searching for an easier gear at inopportune moments. As a result, we found it best to come into these types of climbs with a little bit of speed, coasting or gently pedaling in while shifting into a gear that will likely suit the entire climb. Once on a steep climb it can be difficult to stop pedaling momentarily without losing balance or momentum. We found steep, technical climbs on the Taniwha to be more difficult than traditional bikes mainly for this reason. We also found ourselves apologizing for holding up our riding buddies with odd speed changes on more than one occasion.

Given enough time, becoming one with this machine is entirely possible, and that's when the real magic can happen.

Yes, shifting a gearbox is something that takes some time to get used to. As we rode it week after week we began to ask ourselves, "When does this thing become second nature?" At Vital we often write about how easy it is to hop on a bike and feel at ease going our own top speed with minimal regard for safety. Given enough time, becoming one with this machine is entirely possible, and that's when the real magic can happen. It's not going to happen overnight, but eventually you will overcome having to constantly think ahead.


The gearbox system does have some moments of brilliance, like how technical climbs that aren't overly steep can actually become easier. In Moab or Phoenix, for example, the many ledges provide great opportunities for quick gear adjustments that wouldn't be as readily possible on a bike with a derailleur. The easiest gear is very, very easy, and the hardest gear is quite hard, so there's more than enough range on tap for just about any speed, pitch, or maneuver.

Other helpful shifting abilities including being able to grab a handful of gears and make an immediate shift in preparation for whatever might be ahead of you – whether that's dropping into a descent or going up an unexpected climb. This is a notable advantage over bikes with traditional drivetrains when starting from a stop or coming down a hill into a steep up.

Being able to bomb between a rock and hard place without having to worry about your drivetrain getting knocked out of alignment is pretty rad.

We often thought about how being able to shift while coasting could be used to improve our descent times. You find yourself pumping the terrain more often, which adds to the perceived fun. Shifting while coasting into turns was also a perk, allowing us to come out of turns in the correct gear, ready to put the hammer down without having to clunk through a cassette.


The Taniwha will also allow you to ride more lines. Thanks to the small 30-tooth front chainring (with bash), the lack of a rear derailleur, and narrow-for-today 142mm rear end, you've got a narrower rig to pilot with plenty of clearance. We giggled while going through a few particularly skinny gaps on the trail knowing we would have ended the ride on other bikes. Then again, we can't remember the last time we knocked a derailleur clean off. Truth is, hangers have gotten much stronger since the days when a spare was a requirement in your pack. Still, being able to bomb between a rock and hard place without having to worry about your drivetrain getting knocked out of alignment is pretty rad.


When it comes to nasty, muddy conditions, the sealed gearbox system excels. On a handful of grimy days that would have no doubt challenged traditional drivetrains, the system never skipped a beat. Combined with ample mud clearance we were able to forge ahead regardless of trail conditions.

Ride after ride our legs felt spent, and in terrain like the constant up/down of Sedona things just didn't mesh. With the whir of the internal gears in the background you feel like you're always grinding as you propel 35-pounds of mythical monster forward.

That said, having provided ourselves with plenty of saddle time and hundreds of miles to get familiar with things, altogether we don't rate it well in the climbing or general pedaling departments. Ride after ride our legs felt spent, and in terrain like the constant up/down of Sedona things just didn't mesh. With the whir of the internal gears in the background you feel like you're always grinding as you propel 35-pounds of mythical monster forward. Moving to less spring force on the chain tensioner helped reduce drag, but we began dropping chains more often. Engagement within the Pinion gearbox is also quite slow, which can be an issue once in a while.

We felt as though the Cane Creek shock's climb switch was a worthwhile thing to activate on longer climbs and appreciated how calm it made all pedaling. The bike firms up underneath you while also increasing low-speed rebound damping which adds to the bike's ground stickiness.

Build Kit

In the US, Zerode's distributor offers five complete builds priced from $6,600 to $10,000 USD, a frame + drivetrain package for $5,000, and a frame + drivetrain + fork package for $6,000. Zerode offers international buyers one complete option spec'd with FOX suspension at 10800 NZD.

Decked out in some coil sprung fun front and rear, the $10,000 Signature Cane Creek Edition US build was up to bat for this review. Looking the components over, there's no denying that the bike we rode was built for abuse over efficiency. Those interested in a better pedaling bike should check out other builds or the newTaniwha Trail, a more spritely 140mm travel version.



WTB's massive 2.5-inch Convict tire graced the front with a 2.4-inch Trail Boss out back, both in the Tough casing. They provided ample traction in all conditions and great sidewall support, but also a bit of a dead response, slow rolling speeds, and lots of added rotational weight. A variety of faster-rolling tires were also mounted to help speed things up a bit, which they did.

Though they have since moved to Industry Nine Pillar Carbon wheels, our bike featured very wide Derby AM/DH 35i rims laced to the ultra-fast engaging Project 321 hubs. The stout wheels had zero issues and looked no worse for wear following our test period. We do feel they were too wide for the bike, however, limiting tire choice within the enduro realm.


Cane Creek's HELM Coil fork is a good effort for their first go. Though a bit less polished than competitor forks, it paired well with the damping traits of the rear end.

Even though the rear brake was often inconsistent and needed a bleed after a short time, the outright stopping power and modulation provided by the Magura MT Trail Carbon brakes was very impressive. We had great front end trust and control in all situations.

9Point8's Fall Line dropper post was another notably great component with very smooth action.

The quick addition of 3M mastic tape on inside of the seat stay can go a long way toward keeping things super quiet.


What's The Bottom Line?

Is this the end the derailleur as we know it? Very unlikely. Modern mountain bike drivetrains are increasingly reliable, the ability to smoothly shift under load fits mountain biking well, and with the creation of clutched derailleurs and narrow/wide chainrings dropped chains are pretty much a thing of the past.

Instead, we choose to view Zerode's Taniwha as another way of getting the job done – one with both tangible benefits and compromises. There's a lot to love about the design and function, especially in the suspension realm, you just need the lungs to propel it and resolve to master it.

Visit and in the USA for for more details.

Vital MTB Rating

  • Climbing: 2.5 stars - Okay
  • Descending: 4.5 stars - Outstanding
  • Fun Factor: 3 stars - Good
  • Value: 3 stars - Good
  • Overall Impression: 3.5 stars - Very Good

About The Reviewer

Brandon Turman - Age: 31 // Years Riding: 16 // Height: 5'10" (1.78m) // Weight: 175-pounds (79.4kg)

"I like to have fun, pop off the bonus lines on the sides of the trail, get aggressive when I feel in tune with a bike, and really mash on the pedals and open it up when pointed downhill." Formerly a mechanical engineer and Pro downhill racer, Brandon brings a unique perspective to the testing game as Vital MTB's resident product guy. He has on-trail familiarity with nearly every new innovation in our sport from the past several years and a really good feel for what’s what.

Rate review:

48 comments newest first

Cane Creek shocks and forks are meant for Walmart bikes, not bikes that cost $10K. You buy this bike and the first thing you need to do is purchase proper suspension. Cane Creek junk will only last a week or two before breaking.

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Wow, you had an in line i take it?
I had a dB air with no issues, but it was not the inline.

I have fox and mrp on my taniwha, but I would be ok with a dB air, though maybe not an inline

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What I don't get is why people have gotten so scared to learn something new. I thought a challenge was something good to make us think better. In the future, Ai will bike for us.

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Probably the best review I have read on the Taniwha and I'd agree with all points raised. Rowdy terrain is 100% required for this to shine and its best in a long climb, long downhill scenario. Its an absolute beast downhill but a little bit of a chore on flat rolling terrain.

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sounds like a lot left to polish up but this is just the beginning of gearbox trail bikes. if it were me, this would be the perfect application for electronic shifting because the grip shift would piss me off. also I didnt realize how much slop a gear box had before engagement, would be more interested if that got tightened up a bit.

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Apparently trigger shifting or electronic shifting is in the works but noone has provided an eta. I think it would be a good update. I don't hate the gripshift but would welcome good trigger shifting with open arms.

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The gearbox engagement isn’t great, but paired with a high engagement hub it feels about the same as say a Hope hub on a normal bike. It’s not a deal breaker is what I’m saying...

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Really appreciate the thoroughness of this review and providing an alternative perspective to Mike Levy's somewhat dismissive opinion of the bike and gearboxes generally on PB.

I have seen some pretty great builds here in Rotorua and some are definitely getting quite light (One I know is around the 14.5kg mark with a Push coil shock).

The suspension performance is pretty amazing on these bikes and certainly puts the bike in a class that is a lot better than just "good".

I guess the takeaways are that Pinion gearboxes have quite low POE so you need to run a really pricey hub to counter the low engagement. I have also seen other pinions seeping oil, so this is obviously a common occurance and perhaps the 10,000km service interval is overreaching somewhat. It also seems like the tensioner is still a bit crude and needs refinement.

What I would say is that in my limited experience with the bike they seem ideal for a weekend warrior like myself, who digs the tech natural trails and doesn't mind grinding up the fire roads.

If my budget doubled overnight and they started making them in aluminium I'd be totally all over it.

Oh, and its pronounced Tani-fa not ta-Nefa.

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A trick when shifting upphill, is to backpedal just a bitt or time the shifting to when you have to stopp pedaling coz of pedalstrikes.. Or just give a harder halfstroke to gett extra momentum so you can stopp pedaling for the 0.1 sek it takes to shift smile

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Yes! I use the harder half stroke trick all the time! Even on a bike with a normal drivetrain, your chain, chainring, and cassette will all last way longer if you use this trick on the regular rather then shifting under load

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Great unbiased review Brandon! As a former owner of a Zerode G1, I am still waiting for a more polished version of this bike.

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Got to disagree on the climbing struggles on steepness. My time on the taniwha had me climbing stepper climbs way easier than before. That extra low gear, low central weight and lack of 'pop' let me grind low and slow up steeper things that I have on many other bikes.

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Both of you are obviously Jedis or you live in an area of mostly sustained climbs. That bike is a pain in the BUTT if you have multiple sudden climbs or undulating terrain to where you need to shift into easier gears multiple times (rooty section, sudden switchback, buddy taps the brake in front of you, bobble and drop a gear to spin back up to speed...all instances, and there are a LOT more instances...where you can get flat out STOPPED trying to shift into any gear from 4 down to 1. You can stand on the pedals in gear 4 and will it with all your might and not a hint of a shift to go down to 3, 2 or 1. And then as soon as you ease off the pedals enough to get that virtually locked out shifter to work, it goes to zero tension and you slam into too easy of a gear, spin your legs suddenly...and still come to a stop.

Maybe you can learn that thing as long as you have all your local trails memorized...but that's nothing remotely real world.

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Bizutch you are either a part owner of the sram eagle or a brutal rider. There are many technical situations where immediate shifts of multiple gears can ONLY be achieved with a gearbox. But keep on making metallic mincemeat out of your ancient derailleur, you are clearly not a person who thinks outside the square or is prepared to invest in better technology.

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Hey Snowcone! What up? Thanks for the reply. I was try'n to show my support, but I'm afraid it might have come across as a negative. No negativety! I think you'll like my other response below. Most people just don't understand how internal trans functions. Wanted to point out what to expect. You know what I mean. You own internal shift. & know how it functions. To the rest of the world, expectations of perfection, and the perfect shift. I. E. Perfect ride! It hasn't come to existence yet. Till then, learn how it functions first, then perfect yourself and make your ride right.

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Better would mean lighter and shift better. Does neither. Has a bulky Grip Shifter, which virtually no one uses anymore because they are the least comfortable thing you could put in your palm. Until it shifts AS good at the SAME WEIGHT as current tech with a comfortable and intuitive shifter , nope.

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Hi bizutch I cannot agree of course !! We are all a product of our experiences, yours have been bad perhaps with gearboxes I do not know. Perfection does not exist, I am sure you agree, I had not even thought of the fact the grip shift is a little fatter, remember of course you operate the shifter with only a finger or two. There are many many times I am in a tight fix and can then joyfully while NOT PEDALLING rotate through a huge number of gears,.. impossible with a trigger ! While around me if riding with buddies I hear the grinding and groaning of the ancient derailleur ... to each their own bizutch but the gearbox is here to stay.

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I have lots of short climbs, no issues. It seems like that is a hang up for people who haven't spent real time riding one.

I don't have experience on older gripshift either,, only ever used thumb or index, that is probably weirdest for me, but shift while coasting is so awesome!

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@bizutch - I have noticed that you post negative comments anytime the Taniwha is mentioned on multiple websites. As you mentioned in one of them, your comments are based on one short test ride where you did not get past the adaption period of using the gearbox. Time and time again, experienced gearbox users reply to you telling you that it takes more than one ride to master the system - old derailleur habits die hard! - and that gearboxes offer many advantages if you are willing to learn something different.

You have also mentioned that racing enduro on a gearbox would be impossible, but since then, there are multiple riders racking up impressive results in local and EWS races on Taniwhas (and in the case of the EWS events traveling around the world, the racers certainly do not have trails memorized).

What gives? Why are you so adamant to discredit a new technology that you did not spend enough time on to adapt to and fully evaluate?

| Reply is not DIFFERENT to have to have to upshift an automatic transmission and STOP ALL POWER to that transmission to do so!
It is a FLAW!!! There is not ONE automatic transmission that i can think of on this planet that requires the user to STOP APPLYING POWER in order for it to downshift to an easier gear except this one.

So I am really tired of hearing how it's worth any amount of money at all. You want to hump the leg of a system that costs $9700 MORE than a WAL-MART bike that CAN SHIFT UNDER LOAD????

I do chime in. Because it's assanine to put any sort of spin on a steaming pile of failure. Until that thing can shift under load, it's bull freaking crap. It's not a's an upshift mechanism with SOME ability to downshift at opportune times.

Again...$10,000 state of the art steaming pile of fail that can't do what a WAL-MART bike can.

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haha I like your style Armand, it is good to debate ! You and bizutch have your views, we are all different in how we experience the ride.
The Taniwha, grip shift and all, suits me well. I do not race but I still ride pretty hard on varied terrain.
The shifter for me works very well. I understand your comments, but for me it has become very instinctive and I know the gear I am in.
I think a gearbox bike is a change so big it is a disruption, a serious one, to the industry.
For me it answers many problems and maintenance issues. It is good for serious riders who love this excellent sport to consider changes to the game.
I am a kiwi myself, I am happy its an innovative Kiwi engineer who has brought Zerode to the table with its challenging ideas and amazing bikes.

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Here is a small bit of info for you.. No internal shifting mechanism is designed to be shifted under load. Neither internal or external! All derailleur company's will tell you, "do not shift under load". Lighten the load before shifting. It don't mean that external won't shift under, but they surely don't want you to. Explain to everyone how you can get a planetary gear to slide across the board and progressively expand its pattern to mesh with a larger or smaller diameter, having teeth that have to coinside with eachother while under load to function in any kind of fashion! And smooth at that!... That is why this has a freehub on the back of it added. To stop the load during coast. Basically it's a internal shift hub installed in the b.b. All drives trains require you to lessin the load. Derailleur or internal. Some or completely.. Just how it is.. That's why automotive has a transmission that is clutched. Manual, you do it. Automatic, torque converter does it.. Hence the word torque converter. Right? The flaw isn't in the product. The flaw is in your ride style. Or ride desire. No drivetrain is designed to be shifted under complete load. If your degree has allowed you to actually create this in a bullet proof fashion, I'm sure SRAM & Shimano would totally love to listen to see what you got.. The reason for internal is to have one chain line. Eliminate chain dropping, chain cross, or ripping the derailleur straight off the bike. and the idea of no chain şag. Which requires the lower pivot on any suspension to rotate off the axis of the b.b. Itself. So your b.b. To rear axel distance doesn't change. Which would eliminate that jenky tensioner they've used in that setup.
Now I've been racing bicycles my whole life, BMX all through the eightys. Started racing downhill and slalom in the early mid nintey's. Added 4x in the 2000's, and continued through the 20teens.till I took the crash of my life. Financed it through owning a bike shop the whole time. Or the latter. 90"s..Point is during the 90's,i did everything in a hard trail. DH, DS, 4X till 2000. Suspension proved itself somewhat. So I invested... Early 90's, Sachs had a grip shifter that was badass. I really loved it. SRAM bought Sachs, and still made that shifter. But racing DH on a hardtail, I quickly learned grip shifting sucks balls. Don't care how good it works! It will cost you races. Guaranteed.. When I'd come across situations where I'm decending, high rate of speed, coming into a corner and it's getting a little rugged. Well, I need to be running that brake, start pedaling and making a down shift. All right before entering the corner. Cause I'm needing to sprint out of the corner, plus it's alot of times even more rugged coming out and making my way down through another section. With a rapid fire, can be done smooth as butter... Grip whiff! Whoops! That's about what it becomes. Your right arm becomes your newest swing arm. Wasn't in the plan. Buckling in the middle of the corner beyond your control can be devastating. Besides that, did you find the right gear to exit with.. Trigger shifting rules. And we all know it. Pending on your ride style, as to how much grip throttling you do, grip shifting is a fail in most riders books. It's manageable at a leisure pace in the park. But up on the top of the mountain, it's better to reserve 2-3 fingers for shifting n braking. Makes holding your bars much more firmly, alot easier. Plus I'm more spot on with what gear I'm wanting than I had been with a twist shift. Long way of saying, surrender the twister for a optimal trigger response.
Any of that make sense? Did I say any of that right. Understandable? OK so if y'all need to beat me up now, well go for it..Cause I know I left out other details.

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I bought one after dreaming of a gearbox enduro bike for years, and I definitely think it's superior to a derailleur bike, regardless of price (and to be fair, my build was far under 10k). The shifting took a few rides to master, but now I never even think about it, all while climbing and descending the techiest trails I can find.

I totally get that such a purpose-built machine won't appeal to everyone, but why attack it so vehemently if it didn't gel with you? I'm sure that with time, even you could figure the gearbox out. When you do, the gearbox crew will welcome you with open arms (and eventually come to forgive you for your strange affinity for Walmart bikes! smile )

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Don't you think its a bit over the top to say that the bike is a completely worthless failure and less valuable than a Walmart bike all because it can't shift under load? That's only one aspect of the bike. I think it will definitely descend $9700 worth better than a Walmart bike. Personally, shifting under load is of little or no consequence to me because I do my best to not shift under load with my current normal drivetrain bike. I avoid shifting under load whenever possible because it dramatically reduces wear on the drivetrain and XO Eagle parts are expensive.

I do realize that I have a different checklist when it comes to what I'm looking for in a bike. I usually evaluate its downhill capabilities first. If a bike is a downhill dream and can make it back to the top without inducing a massive amount of suffering then its Gucci in my book. So that's just where I'm coming from

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Totally agree, my climbing improved on the local trails. I think perhaps it depends on how the trails are built in this case. None of the tech uphill allows for a pedal to change gear so if you got it wrong you stop or try and crank it out. Not with the Taniwha though since you don’t have to pedal to change. My personal climb times dropped by minutes since I got this bike.

I’ve ridden some of the trails in this review and agree that on those it would not be a benefit really. But I also don’t consider those trails tech climbing. It’s a bit relative I guess.

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It only weighs as much as my XL all ali Enduro...Seems to me the bike is held back a bit by the very thing that makes it unique - the draggy, heavy gear box. I bet if the box was developed more some of the issues could be resolved.

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Not an appropriate track for the test. That bike is for people that love tech or steep trails.

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35 lbs is just too heavy these days for an expensive enduro/AM bike. There is still a lot of room for weight savings, however, considering this beast has coil shocks on both the front and rear.

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my canfield is definitely up in that weight class of 35 or so pounds. I picked the parts it has for a reason and the weight is the wight to get the performance I want.

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10k $ for a bike and value is "Good". Unless I don't get the meaning of good in this case, no bike should be "good" in this rating at 10k. Seriously, it's the price of a car...

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My Transition cost $8k. My Zerode cost $10k. About 6,000k ridden on my Transition, about $2,000 of maintenance, largely derailleur related. About 3,000k riding on the Zerode, maintenance about $100 for the Zerode, replacement brake pads and an oil change. These are the facts. Do the sums. Both bikes excellent to ride. I went for a heavy build on the Z, I do not notice any drag at all and am very surprised at that comment by the reviewer. The gearbox is superior to the derailleur in almost every situation.

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I'm starting to think that either, some fool assembled the demo model you rode, or you rode the one that just got returned after all the employees from the rival shop from wherever, had put their finest test ride touches on it. Or you rode it at interbike, (if they were there?) where as, it's always a beat lemon by 9:30 am. IDK!! You got the lemon appeal.. Not one of these riders had a bad experience in owning this ride. You took a test ride. I think you bring a cloudy perspective to the table, and your determined to sink this. Or maybe it doesn't matter what it is, and that you just like to argue. For whatever!... So I got some shit on a stick, that don't stick to the stick! Or does it?... Would you care to test it?
I think you just had a bad experience. And your expectations of a perfect ride are not unwarranted. Everyone wants the same thing. Unfortunately it does not exist. Yet! Not in this industry, nor any other. Auto, moto, you name it. If it had, the derailleur would have been obsoleted immediately. It's been the quest from the very beginning. Technology doesn't exist.
Greg Minnar became world champion on a internal transmission DH bike. Many years back. He had to coast to shift. Didn't affect his ability to be the best. The human body will adapt to any scenario, that you introduce to it. And defy the laws of physics unconsciously! You have to adapt to the function. Identify the limitations of it. And then make the best of it. Somewhere in the next 30 years, hopefully sooner someone will design perfection. And the whole world's quest for shifting under load will be answered. Wahoo! Till then, this is the best there is to offer. So get over it, and learn to adapt. Perfection will be along any day now. From an engineers point of view, you can't claim or state a flaw, unless you have the answer. If you don't have, the functional answer. Your only claim can be a question. Transportation industry has been trying to answer your question for decades. Technology is struggling to find the answer. Primary issue, dependability. No concept has been able to withstand a shift under load without grenading, and do it smoothly at that? Only time will tell.

PS. At no point was I try'n to take away from what this bike is. Internal trans is the future. I'm just stating fundamentals and functions of internal drivetrains. You don't get to tell the shifting how to work. You get to learn how the shifting functions. Then learn to be smooth with it. Sooner or later if luck will have it, perfection will come to hang out with the world, and give all of us our dreams send us a perfect ride. Good luck

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Hey Armand you are a thinking fellow !! I think your last paragraph is a real good summary,... although maybe straight cut gears and get a big lever, haha smash it through... just joking,... not enough torque with a grip shift anyway, so release a little and slide it through, hey, guess what,.. just like a man should treat his derailleur ! if he wants a long and happy life with his mechanicals that is... Perfection will never exist perhaps but you never know .

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No bike is worth 10k€ I am sorry. I totally get your point but it just can't be validated with this bike:
- No lifetime warranty
- No outstanding performances. It seems to perform greatly, but still it's not perfect
- The gearbox seems to have reliability issues (oil leak). That is not something you want when you buy a 10k bike.

I am sure there are more arguments to enlight my point. For me the value here is under average, a 10k bike should send me to the moon and brought me my coffee in my bed in the morning lol smile

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It’s not 10k€.

I’ve had bikes in the same price range +-$100 and the Taniwha is better in every way for me. That means to me it is exceptional value.

Over a year and a half and no issues and barely any maintenance. At this point on my previous bike I had to replace nearly $1000 worth of drivetrain due to wear and tear. That to me is seriously bad value.

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I think any full suspension bike with its suspension tuned nicely will do this. I do not doubt the lower unsprung weight effect on the Taniwha. I just think this test can't really show it smile They should've filmed at least another bike doing it.

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Product 2018 Zerode Taniwha Signature Cane Creek Edition
Model Year 2018
Riding Type Trail
Rider Unisex
Sizes and Geometry M, L, XL View Geometry
Size M L XL
Top Tube Length 575mm 604mm 637mm
Head Tube Angle 65° 65° 65°
Head Tube Length 110mm 120mm 130mm
Seat Tube Angle 74.5° 74.5° 74.5°
Seat Tube Length 420mm 460mm 500mm
Bottom Bracket Height 352mm 352mm 352mm
Chainstay Length 431mm 431mm 431mm
Wheelbase 1170mm 1202mm 1236mm
Reach 420mm 445mm 475mm
Stack 588mm 596mm 605mm
Wheel Size 27.5" (650b)
Frame Material Carbon Fiber
Frame Material Details Carbon Fiber
Rear Travel 160mm
Rear Shock Cane Creek DB Coil IL, climb switch, 216mm eye to eye, 63mm stroke
Fork Cane Creek Helm Coil, high/low compression and low rebound damping adjustments
Fork Travel 160mm
Head Tube Diameter Tapered, zero-stack, 44mm top, 56mm bottom
Headset Cane Creek 40 ZS 44/56
Handlebar Syntace Vector Carbon
Stem Syntace Mega Force
Grips Zerode, lock-on
Brakes Magura MT Trail Carbon, Magura Storm 203mm front / 180mm rear rotors
Brake Levers Magura MT Trail Carbon
Drivetrain Other (Pinion C.Line gearbox with chain tensioner)
Shifters Pinion C.Line gearbox, grip shift, 12-speed
Front Derailleur N/A
Rear Derailleur N/A
Chainguide N/A
Cranks Pinion, forged
Chainrings Pinion 30 tooth, direct mount
Bottom Bracket N/A
Pedals N/A
Chain Wipperman 808
Cassette Zerode 30 tooth, singlespeed
Rims Industry Nine Pillar Carbon
Hubs Industry Nine Torch, 15mm x 110mm front / 12mm x 142mm rear spacing
Spokes Industry Nine Aluminum
Tires WTB Convict 2.5" TCS Light, High Grip front / WTB Trail Boss 2.4" TCS Tough, Fast Rolling rear
Saddle SQ Lab 611 Active Ergowave
Seatpost 9Point8 Fall Line, 150mm travel
Seatpost Diameter 31.6mm
Seatpost Clamp Standard, single bolt, 34.9mm
Rear Dropout / Hub Dimensions 12mm x 142mm
Max. Tire Size
Bottle Cage Mounts Yes
Colors Matte Black, Sky Blue or Graphite
Warranty 3 year warranty against manufacturing defects
Weight 35 lb 4.4 oz (16,000 g)
Miscellaneous Internal seatpost cable routing
Chainstay and downtube protection
Gearbox provides 600% gear range
Fixed chainline optimizes pedaling characteristics throughout gear range
Price $10,000
More Info //

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