A LONG-LEGGED TRAIL BIKE RATHER THAN AN ENDURO SLED
sure you can get set up properly. But YT doesn’t do that with the Capra, although to be fair, the Öhlins springs are almost twice the price.
At least you only need a shock pump to get set up on the Öhlins RXF 38 M.2. Not that it’s a simple process, as there are three air chambers in the fork, two of which can be adjusted, but all of which influence and interact with each other. On the first ride the fork felt harsh off the top with a lack of mid-stroke support. For the second ride, I checked Öhlins’s suspension calculator to get some base pressures. Counterintuitively, this recommended adding air. I went from 93psi in the positive and 172psi in the ramp-up chamber to 105psi and 185psi respectively. The result was better small-bump sensitivity and improved support, but full travel was still achievable. Like the shock, I ended up wide open on compression damping, and only a few clicks of rebound damping. After three rides it felt like I had a reasonable ballpark set-up, but given more time, I’m sure that would only be the start of the tuning journey, rather than the end.
I mentioned earlier that the Capra’s relatively compact dimensions might not be totally on-trend, but they do offer some advantages. To be more specific, it’s a really easy bike to jump on and ride. Yes, tuning the suspension takes time and patience, but the bike itself is as familiar as a favourite pair of jeans. There’s no need to try and develop new techniques or adapt your riding position – you can start shredding from the get go. As such, it rides more like a longlegged trail bike (albeit with a nice low BB) than a raked-out enduro sled.
That sprawling Canyon Torque feels like a genuinely big bike, particularly when you’re just cruising up a fire road or contorting around a series of tight trees, leaning into the trail. You also need to adapt to the long front centre and short back end to make sure your weight is in the right place. Which is why I preferred it with a stiffer spring, in order to stop the front end getting too light in tight, bucket turns. On the other hand, the front end of the Capra never seemed to get away from me. There’s a nice balance front to rear, and although it doesn’t have the same composure on really steep, chopped-out tracks as the Torque, it’s probably a more versatile option for trails that traverse rather than plummet like a stone.
The suspension is stable enough on gradual climbs, and despite the short chainstays, the steep seat angle means you can punch up naughty pitches with surprising efficacy. At over 16kg, the weight chipped away at my energy with every spurt of pedal input and thrust of body weight, but the Capra Uncaged 9 also rewards that investment by carrying speed smoothly and quietly. Although it’s noticeably progressive, there are no spikes from the suspension or prickles from the alloy frame, Crankbrothers wheels or Renthal cockpit – just a ride that glides and handling that delights.
I don’t feel like I’ve had the saddle time on this Capra, or the twiddle time on the Öhlins suspension, to really be able to issue a cast-iron verdict on this bike. It’s one that will probably need the best coaxing out of it with time and experimentation. But, from the few rides I have done, it certainly feels familiar, approachable and rewarding – providing you can get that suspension in the zone.