First Ride: Moustache Clutch aka Project Box 46

Question from the Painless One: Whether I want to test the brand-new Moustache Project Box 46 during a press camp in Freiburg im Breisgau, located at the western end of the Black Forest? To appear thoughtful, I then browsed Bikeboard, did a bit of Googling, and asked my German colleagues:
I've never ridden a bike with a motor-gear unit. Erwin “NoSane” Haiden seemed highly impressed by the Moustache Game, equipped with a Bosch motor and Sram drivetrain.
When searching about Freiburg, the search engine spits out things like “In Freiburg you can find 106 MTB trails with a total length of 312 km.”
My colleagues speak of a student city, mild climate, the warmest city in Germany.
Of course, I want to. What kind of question is that?

Right away: Both the bike and the trails, as well as the city, delivered on what my quick research had promised.
Therefore, my recommendation: Pack a capable MTB enduro bike, preferably a Moustache, and spend a few days there with friends.

If that came across as a bit confusing: Don't worry, the Game will stay; after all, it's an excellent bike. So why the Clutch?
The MGU and the belt drive are the most obvious differences that justify the range expansion. But there are also some more subtle details.
First things first: By switching to the 4.1 kg Pinion unit, the unsprung mass is reduced by about 750 grams. This is roughly the weight of standard derailleurs and cassettes. This weight is shifted to the center of the bike. This helps to lower the center of gravity even further. Additionally, the reduction in unsprung mass improves the handling, making the rear lighter and more agile.

With the Clutch, Moustache is also returning to its roots when it comes to wheel size. In 2014, the Samedi FS27/9 was introduced. Back then, the manufacturer claims to have been the first to use a combination of a 27.5” rear wheel and a 29” front wheel on an e-MTB. In the meantime, the mullet setup was abandoned, but the Clutch is now allowed to roll out again with the MX configuration.
The advantages are stability at the front and even greater agility at the rear due to the smaller rear wheel. Moreover, when going downhill over steep drops, you sit that crucial little bit lower.

Geometry

The geometry with a 77° seat angle and a 64.5° head angle promises a lot of fun but also control. The stack-to-reach ratio (size M: 634 mm to 462 mm) and the relatively short seat stay of 450 mm (the same for all sizes) underline the designers' goal of building a capable enduro bike.
This results in a central seating position over the bike. Combined with the low center of gravity, the Clutch is not only well-controlled on the downhill but also perfectly equipped for steep, technical uphills.

Low center of gravity, reduced unsprung mass, mullet wheel setup, and of course the geometry all have a positive effect on the kinematics.
The Clutch promises a sensitive response at the beginning of the suspension travel when small bumps on the ground need to be tackled. In the mid-range, the progression noticeably increases. This means, on the one hand, the damping still responds sensitively, while on the other hand, it is firm enough to flatten obstacles. When you really push it to the limit, Moustache claims that you are still protected from bottoming out due to the greater progression.

In the search for suitable suspension components, extensive testing was conducted across the portfolio of the usual suspects. Moustache ultimately found what they were looking for with RockShox.
Depending on the model, the Clutch comes equipped with the RockShox Domain or ZEB Select/Ultimate with 170 mm of travel at the front, and the Super Deluxe Select or the Vivid Select/Ultimate shock with 160 mm of travel at the rear.

As expected from the aluminum specialist, all Clutch models will also be forged from aluminum. The high-quality workmanship, already extensively praised by Erwin in the game review, remains unchanged.
In total, the Clutch will be available in three versions: 160.7, 160.8, and 160.9. All three models will feature in-house wheels equipped with Maxxis Assegai tires in a 2.5 width. Braking will consistently be handled by Magura products - either the MT5 or the Gustav Pro, in any case with 203 mm large brake discs.
The trio will be priced between 7,999 and 9,999 euros and will hit the market in June in two colors each (slab grey & dune).

Those looking to experience a mountain adventure with luggage can opt for the Clutch SUV 150.7 for €8,299. The same drivetrain, slightly less suspension travel, and a minimally steeper head angle characterize this 150 mm variant, which comes equipped with front and rear lights, a luggage rack, and mudguards. Additionally, the Clutch SUV features Maxxis Rekon tires and a combination of RockShox Psylo Silver RC and Magic Grip. In this setup, you are still well-prepared for rides over rough terrain but can also carry all the essentials for longer tours on the bike.

In the summer of 2023, Pinion caused a stir with the presentation of its Motor Gearbox Unit at Eurobike. Since last year, the system has actually made its way onto the trails – complete with a software update that also enabled automatic shifting.
Moustache was not among the original nine manufacturers initially on board. However, the French are certainly early adopters, as they already showcased the aforementioned prototype last summer.

The German manufacturer Pinion has succeeded in combining the gearbox and transmission into a single unit with the MGU. Integrating the gearbox into the center of the bike brings several advantages.
The weight factor has already been discussed above. Additionally, the drive system is protected from rock strikes or roots – anyone who has never bent or broken a derailleur hanger or derailleur, please step forward! – as well as from dirt and water. This extends the maintenance intervals. For example, an oil change every 10,000 km should suffice, and wear seems to be practically non-existent for the system.
Fun fact: In the MGU, only about 100 milliliters of oil sit at the bottom. The gears pick up the oil they need from there to run smoothly. You can think of it like a watermill. Its paddles don’t sit submerged in water but merely dip in slightly, powered by relatively little and shallow water from the river.

As for the gear shifting, Pinion relies on its already proven technology from the C.12 and C.9 models. This is based on a spur gear drive with two sequential gear sets and has only been slightly adapted for the MGU.
In the case of the MGU 12 installed on the Moustache, the gearbox features three sprockets on one side and four on the other. This results in 12 gears (3x4) with a transmission range of 600%. The enormous range – even the second available option with only nine gears achieves an impressive 568% – is another advantage of the system.
Shifting is done via a very simple, ergonomically flawless trigger on the handlebar, which is electronically controlled and therefore functions quickly and precisely. Cool: Gears can be changed effortlessly even while stationary or under load. And thanks to the SmartShift function, you are not limited to just one gear per lever movement but can also shift multiple gears at once.

In addition to manual shifting, you can also switch gears automatically or semi-automatically. With Start Select, you simply determine the gear to be engaged when stationary. Using Pre Select, you can additionally set the gear desired while coasting in freewheel mode, such as when going downhill. This prevents gears from being too heavy when starting or "pedaling into thin air" at higher speeds.
Finally, the automatic shifting completely selects the gears independently. The sensors use speed and cadence as decision criteria for the correct gear. The rider can focus on the trail but can also manually select gears using the trigger as usual if the automatic system does not engage the desired gear. The automatic mode can be turned on and off at any time by holding down the small shift trigger.

The motor, according to the manufacturer, delivers a power output of 85 Nm, placing it on the same level as Bosch CX and Shimano EP8. However, when measured directly at the rear wheel, it is said to significantly outperform both.
You can choose between four assist modes – Eco, Fly, Flow, and Flex – as well as a walk assist. Switching between modes is done via a thumb lever. The ring on the handlebar is discreet but works perfectly. Additionally, it has a function button that can be customized via an app.
For those who find shifting on the handlebar insufficient: the same can also be done directly on the display integrated into the top tube. The embedded screen also provides the usual information, such as remaining battery life, distance traveled, and similar data.

The battery, firmly screwed into the down tube, delivers 780 Wh. The 3.9 kg battery is exclusively built for the Clutch, meaning that for this component, the French have not relied on the peripherals offered by Pinion in cooperation with the Swiss brand FIT, unlike with the top tube display and the control lever.
Last but not least, the Clutch (except for the 160.7, which features a KMC Anti-Rust chain) is equipped with a Gates carbon belt drive. This decision was also made with high performance and low maintenance in mind.

Right after arriving in Freiburg, we were stylishly taken up the Schauinsland mountain, standing 1,284 meters high, via the Schauinsland cable car, built in 1930.
A visit to this summit using the aforementioned gondola lift – the longest in Germany – is highly recommended. Anyone who also finds a nice enduro bike at the top can count themselves even luckier, as plenty of great trails lead down from Schauinsland to the valley.
The enduro bike rolls over the same trails, uphill and downhill, completely unfazed by smaller or larger obstacles. Advanced enduro riders can really tear down the trails with the Clutch. I witness this briefly until the wild guys disappear from my view.
For me, as an old-timer, one thing is noticeable from the start: the bike practically irons out my mistakes. So, despite choosing the wrong line or poor jumping technique, I never lose my balance and enjoy the trail more and more.

The motor is quiet, but when shifting, there are system-related noises when jumping from 4th to 5th gear and from 8th to 9th gear. These occur, according to the Pinion Rider on site, because two sprockets (remember: 3x4 teeth) are changed here, but they do not affect the transmission.
Speaking of noises: If the belt drive, which operates quietly, should hum at some point, it is recommended to simply spray a few drops of water on it. The noise is caused by dust, so it’s not a serious issue!

Usually, on my first ride with a new bike, I feel a bit overwhelmed by the multitude of levers and switches on the handlebars. This wasn’t the case with the Clutch. All the triggers were in the right place, and I never had to think about which lever or paddle to operate. I always intuitively hit the right button.

I was particularly curious about the automatic mode. Turning it on and off at the push of a button is intuitive and also works on the trail. Once activated, the automatic mode decides the optimal gear based on cadence and speed.
For uphill riding, you should consciously choose the automatic mode, as the gears, at least for me, were not always optimal. This is because I like to ride with lighter gears and higher cadence. Of course, the MGU cannot know this. However, you can always manually correct it using the trigger.
On the downhill, I was thrilled with the automatic mode. With changes in speed, I constantly heard the shifting noise (not annoying), and on the next pedal stroke, I was in a gear that felt good.

Instead of a profound analysis of the kinematic characteristics, suspension performance, or even geometry and weight distribution—which I couldn't provide anyway due to my lack of appropriate enduro skills—I would like to conclude by reporting on two aha moments:
On the first day, I came across a downhill section where, at first glance, I thought it would be better to dismount. Awkward, because: our photographer was waiting further down. So, I closed my eyes—no, better yet, gritted my teeth—and went for it. And indeed, I—or rather the Moustache—handled the rocks and roots quite effortlessly.

On the second day, we reached a trail section where I briefly considered whether I should push the bike down: steep, rooty, and a small step followed by a curve. Once again, I stayed in the saddle and had no issues. However, the group then decided to test the bike's uphill capabilities right there.
What?!? You want me to go up that? I'm going to tip backward and end up lying on the ground like a beetle! Those were my first thoughts, or something along those lines. Eventually, my ambition got the better of me, and I decided to give it a try. With the assistance set to Flow, a textbook-perfect seating position, and off I went. The low center of gravity, the fat tires, the responsive suspension, and the motorized support made it possible. With a bit of trepidation, I made it back to the top.

I felt comfortable on the Moustache Clutch from the very beginning. The bike helped me push my limits on the trail and even improve them.
When speeding over roots and rocks, I find it hard to pinpoint specific parts or factors on the bike that are responsible for the good feeling. The overall concept has to be cohesive. And that's exactly the successful interplay of all components I found here.
Conclusion: The Clutch has truly earned its name!