First Ride: Orbea Rallon D and Rallon E 2026

As already mentioned, the Rallon D and Rallon E share the fundamental elements of the same frame: main frame, seat- and chainstays, as well as the rocker link, are identical.
The entire frame is made of carbon, while the rocker is made of aluminum.

Through a precisely tuned carbon layup, Orbea controls the flex without losing stability. By making targeted adjustments and conducting intensive test series, they were able to harmonize the stiffness between the main frame and the rear triangle to enhance reliability and traction.

The low-mounted shock absorber not only allows for a low center of gravity but also an extremely low standover height for maximum freedom of movement.
One of the key features of the frame, however, is the lower mounting point of the rear suspension element. Named GravityLink, the Rallon can be configured for downhill or enduro use by swapping out the mount and the shock. There are three different links in total: one for DH and two for enduro.

The second highlight of the GravityLink is the possibility of attaching weights to it. A tuning measure that has been increasingly used by World Cup mechanics over the past few years to make the bike sit more firmly on the ground and stabilize the suspension is thus made easily accessible to ordinary riders as well.
On tracks that demand improved acceleration and lighter handling, the weights can be quickly removed.

The GravityLink is protected on the underside by a clip-on bash guard. To remove it, you need to press a button at the front of the guard to unlock it, after which it can be pulled out of the rear guides.

The so-called LockR storage compartment in the down tube is nothing unusual for an enduro bike these days. Since the Rallon can also be a true downhill bike, the storage compartment feature seems more unconventional for this purpose.
On a bike park day, being able to carry a spare tube, a small pump, and other small items is a smart option. Even the World Cup racing team doesn't mind, as they would have had the option to have custom frames made without a cover.
Using a small lever, the storage compartment lid, which also has mounting points for a bottle cage on its outer side, can be opened or locked. Inside, you can store a roll-out bag to transport small items securely and without noise.

Also noise-free: The cables are routed inside the frame without any rattling. The cable routing can either go directly through the headset or via side openings on the head tube.
The inserts on the side openings can be exchanged as needed.

To ensure that the Rallon runs smoothly over the long term, it is equipped with sealed bearings that are additionally protected from high-pressure cleaners by a seal placed in front of them.
In exposed areas, Orbea applies clear protective films (Second Skin) to protect the frame from damage.
The frame is tested to Category 5 standards and is therefore designed for the toughest demands.

The rear wheel uses a 148 mm Boost axle standard – a measure increasingly seen on World Cup downhill bikes and therefore works equally well for both the Rallon D and Rallon E.
A so-called Concentric Boost bearing on the axle ensures active suspension performance, even during braking.
The ISCG chain guide mount is, of course, standard for a frame of this kind.

Between the chainstay bridge and the main frame, there is a soft rubber protector to prevent stones or other debris from damaging the frame when the suspension compresses.
A robust chainstay protector with hollow chambers on the top side of the chainstay also protects this part of the frame from damage and reduces noise.

Inside the so-called FLP (Fully Loaded Pivot) link bearing, there is a small multitool with the most essential tools for emergency repairs on the trail. A small magnet keeps it in place.
Especially during downhill use, where you usually don’t carry a backpack, this tool can become a little lifesaver.

The weight for the main frame, including DH GravityLink, Fox X2 225x75 mm suspension element (without seat tube clamp, axle, and headset), comes to a self-measured 3,910 g.

In addition to three color combinations - Aloha Green/Fantasy Purple Carbon View (glossy), White Chic/Diamond Black (glossy), and Nickel (matte)/Nickel Chrome (glossy) - the new Rallon is, of course, also part of the MyO program, where you can choose from over 1,000,000 (color) combinations, including various logo options and graphics.

On the Rallon D, the suspension travel is 200 mm, +/- 0 to 3 mm, depending on the chainstay length and the progression positioning. The shock absorber is a 225 x 75 mm model with a trunnion mount.
The Rallon D is exclusively designed for 27.5" wheel size.

Three weights can be added to the purple anodized Gravity Link of the Rallon D - the main weight in the center weighs 395 g, while the side-mounted ones weigh 95 g and 93 g, respectively.

On the Rallon E, 170 mm of travel is achieved with a shorter 205 x 62.5 mm Trunnion shock, +/- 0 to 3 mm, depending on the chainstay length and progression positioning. The adjustment of the geometry to the shorter fork height and shorter rear element is achieved via the GravityLink.
Unlike the Rallon D, two options are available here: a gray one for use with a 29" rear wheel, and a golden one for a 27.5" rear wheel.

Also different: the shock mount on the Gravity Link is implemented via a square flip chip, which allows four positions: progressive with high bottom bracket, progressive with low bottom bracket, linear with high bottom bracket, and linear with low bottom bracket.
​​​​​​​On the Rallon E, a single weight of 550 g can be attached to the GravityLink.

For a subsequent change of the wheel size, the respective GravityLink can be purchased as a spare part.

In its neutral position, the Rallon D has a head angle of 63.7 degrees, with the assumption that most riders will use the headset angle adjustment to slacken it to around 63 degrees.
The bottom bracket height is -24.7 mm.

Geometry

On the Rallon E, in the high bottom bracket setting, the neutral head angle is 64.25 degrees, and the steep seat angle is 79.1 degrees.
The flip chip lowers the bottom bracket by 7 mm and changes the head and seat angles by 0.5 degrees.

To install a 27.5" or 29" rear wheel, a separate GravityLink is required.

GEOMETRY

The new Rallon is a four-bar linkage with a Concentric Boost pivot that rotates around the rear axle. The pivot positions have been chosen to keep pedal kickback as low as possible.

Both the D and E versions feature a specific shock tune tailored to the respective model. The recommended sag is between 30 and 32%.
The spring curve shows a slight, consistent progression from the beginning to the end of the travel. This is intended to avoid the suspension element having to deal with unwanted, intermittent jumps in the leverage ratio.

After more and more bikes in the DH World Cup circuit started chasing seconds with a high pivot point and idler pulley, it is almost surprising that Orbea has not leaned in this direction.
When asked about this, product manager Markel Uriate highlighted two main advantages of a higher pivot point: reduced pedal kickback and a more rearward axle path. On the other hand, it was felt that the influence of the idler pulley was stronger than the positive effect of the rearward axle path. The complexity, noise generation, and altered gear leverage ratios were considered undesirable side effects.

During timed runs with both systems, it was observed that on some tracks the high pivot point was faster, while on other tracks, where maintaining speed was crucial, it was slower. Therefore, no clear winner system emerged.
In the final analysis, Orbea decided on the path you see before you.

The downhill version uses a Fox X2 trunnion shock with 225 x 75 mm.
The spring curve in the progressive setting starts at 3.25 and decreases to about 2.3. The average leverage ratio is 2.66:1.
The more linear setting is slightly within these parameters. The more progressive setting achieves 30% progression over the entire travel, while the more linear setting achieves 25%.

With a gear ratio of 36-16, the anti-squat value in the sag is approximately 45%.

The spring curve in the progressive setting starts at 3.2 and drops to about 2.3. The more linear setting stays just within these parameters.
The average leverage ratio is 2.72:1. The more progressive setting achieves 27.5% progression over the entire travel, while the more linear setting achieves 22.5%.

With a 34-50 gearing, the anti-squat value in sag is approximately 85%.

Since the suspension curve of the Rallon is tuned for downhill performance, Orbea has incorporated the use of an electronic damper into its development. The Rallon E is available with the Fox X Live Valve Neo, which can automatically switch between fully open and platform damping, eliminating the need to reach for a manual lockout lever. However, regular damper options are also part of the program.

For the downhiller, a basic package is available, which can be customized for certain components using the MyO program.
The D-LTD basic setup comes with a Fox 40 Factory suspension fork, Fox X2 Factory shock, Shimano Saint drivetrain, XTR brakes, and OQUO MC32 Team wheels for €7,999.

For the enduro variant, three basic packages are available: E-10, E-Team, and E-LTD. Here too, some components of each basic package can be customized, with the electronic Fox X Neo damper offered as a highlight option.

E-10 provides entry into the world of the Rallon E for €5,399, featuring a Fox 38 Factory suspension fork, Fox Float X Factory shock, Shimano SLX drivetrain, Shimano MT6120 brakes, and Race Face AR30 wheels.

The E-Team is equipped with a Fox Float X2 Factory suspension element, Shimano XT drivetrain and brakes, as well as OQUO MC32 Team wheels. This package is priced at €6,999.

The Rallon E-Team, including the weight at the GravityLink (550 g), a 240 mm dropper post, and base components, was weighed at the launch and came in at a total weight of 16.37 kg.

The top variant for €9,999,- combines the electronic Fox X Live Valve Neo with a Sram XO drivetrain, Shimano XTR brakes, and OQUO MC32 LTD wheels.

A Rallon E-LTD with aluminum instead of carbon wheels, weight on the GravityLink, and basic components weighed 16.5 kg.

In addition to the new frames, there was information on the component side that the MC32 Team and LTD hubs now feature the DT DEG system internally. The DT Swiss DEG ratchets provide a five-degree engagement with 72 teeth, a larger contact area for higher power transmission, and improved reliability.
The OQUO hub design uses the Balanced Spoke Design, which balances spoke angles and spoke lengths for stronger wheels.

A first ride will never reveal the details of a full-fledged test; however, two days of shuttle runs provide a good feel for the suspension and handling of a new bike. Sometimes, even the first descent is enough to get an idea of the character of a bike - such is the case with the Rallon D.
A few pedal strokes and it becomes clear that this bike effortlessly builds and maintains speed. The suspension doesn’t give the feeling of sitting on an undefined moving armchair but still efficiently eliminates all kinds of bumps.
Sensitivity in the initial travel, stable resistance in the mid-travel range, and sufficient bottom-out protection at the end of the travel can certainly be attributed to the harmoniously tuned spring curve, which allows the well-adjusted shock to do its job without hindrance.

Even though the seventh version of the Rallon is released onto World Cup downhill tracks without a high-pivot design, it surprisingly handles all kinds of hits well, without the rear suspension getting hung up on rough edges—at least on the root and rock sections I encountered during the two test days. A final judgment in this regard would require a test at high speed on rock sections interspersed with large, sharp boulders.
At least partially responsible for the good rollover behavior could be the chosen rear axle path curve. Looking more closely at the position of the main pivot point, it is roughly at the height of the chainring but shifted forward from the bottom bracket. This results in a slightly larger radius that the rear wheel follows during compression.

Orbea has done an excellent job with the rear triangle. The rear wheel showed impressive traction and followed the uneven terrain smoothly, even in faster root sections or a long stretch with many small rocks.
Orbea has also invested a lot of time in tuning the frame stiffness—apparently with success. Without cross braces on the seat stays, sufficient flex is allowed in the rear triangle, but the bike never feels squishy in any situation.

The mentioned test section was also perfect for discussing the additional weight in the bottom bracket area. Anyone who has ridden an e-bike likely knows that the extra weight of the motor has a positively stabilizing effect and can also benefit the suspension in terms of absorption behavior. Ultimately, the additional weights with which World Cup downhillers have been tuning their bikes for years depending on the track achieve a comparable effect.
I rode the new Rallon most of the time with the additional weights, without the bike feeling negatively impacted in handling. To test the effect, I removed the weight in sections to perceive the difference—a process that takes only a few minutes.
Without claiming complete conclusiveness, the positive effect with weight in rattling sections with many quick successive hits seemed noticeable to me. The ballast brought a bit more calmness to the suspension, and this little extra also came with a noticeable increase in riding comfort and even control.

Despite the frame size L with a 475 mm reach and long chainstay, the bike could be easily pushed into corners. The generous standover height on all frame sizes allows for plenty of freedom of movement, which you just have to love, no matter how tall or short you are.
Personally, it would never occur to me to choose the shorter chainstays, but it's good that Orbea offers this option for all those looking for a more playful handling.

The difference between the two progression settings does not translate into a monumental change in riding feel. On the rather slow loamy trails under occasionally wet and slippery conditions, I ultimately preferred the slightly more linear setup. However, I would probably stick with the more progressive variant in the long term.
Switching takes about five to ten minutes of wrenching time. If you ride with all three weights, you also have to remove the side weights (two screws per weight) in addition to the main weight and disassemble the entire GravityLink (four screws) to be able to flip the chip on the link.
Not an issue for racers, but perhaps not everyone's cup of tea if it's not about shaving off a few seconds on the track.

With all the light, there is also a small shadow over the design: Under muddy conditions, the hollow space of the damper filled up relatively quickly with dirt.
At least it was somewhat easy to remove this: Simply take off the protective cover of the GravityLink, and most of the dirt falls out on its own; with a little extra effort, such as using an Allen key or a small stick, the rest can also be removed.

You also have to remove the cover (a matter of seconds) if you want to access the rebound adjustment knobs of the damper. However, since you only need to adjust these during the initial setup and maybe occasionally afterward, it’s not a big issue.

The Shimano XTR brake generally works well, but it wouldn’t be my first choice as a downhill brake. It is one of those components I would remove from the base setup. Unfortunately, the brake system is not one of the customizable parts in the Orbea configurator.

Second day of the launch event, second bike: The Rallon E is inevitably very similar in character to the Rallon D—at least with the smaller 27.5" rear wheel—and that's a good thing. Test runs with a 29" rear wheel are not part of this review, but one could expect slightly better rollover behavior with less maneuverability.
With the low bottom bracket setting, the geometry of the Rallon E is very similar to that of the downhill bike despite the shorter fork travel. The reduced suspension travel is less noticeable than one might initially assume.

With all the possible options, I initially chose a regular Fox Float X2 shock to avoid introducing too many new components. Overall, the handling characteristics of the downhill bike can also be applied well to the enduro version, just with slightly less suspension travel and, accordingly, not quite as much absorption capacity.
Some might categorize the Rallon E with 170 mm travel in the rear and 180 mm in the front as more of a super-enduro. However, the efficiency with which the suspension performed left no doubt that the bike serves as an excellent enduro all-rounder—with the advantage of not having to surrender to obstacles of any kind, thanks to its impressive suspension capabilities on brutal trail conditions.
Even with slightly less travel than the downhill bike, the harmonious progression of the suspension curve ensures balanced absorption behavior and sufficient bottom-out protection, without ever feeling harsh towards the end of the travel—a blessing for the ankles.

When it comes to climbing characteristics, it must be clearly stated that during the test period I only covered minimal elevation gain and therefore cannot make a conclusive judgment. However, since it was pointed out that the kinematics were designed for downhill potential, I was particularly interested in finding out whether the Rallon E with a standard shock absorber rocks up the hill like a rocking horse.
Fortunately, the answer to that is a clear no. The seat angle is very steep, and the bike can be pedaled up the hill calmly even with the platform lever open, without any unpleasantly large diving motion of the rear suspension. Additionally, you can, of course, activate the climbing position on the shock absorber, and then you don't have to worry about excessive bobbing at all.

You probably won't set record times uphill due to the overall weight and the downhill-oriented equipment with soft rubber compounds, but that's not the purpose of the matter.

Depending on the situation, the answer to the question of whether you want to lug the extra weight of the GravityLink uphill varies: In races or shuttle runs, you probably won't want to do without it, but on longer tours, you'd likely prefer to leave it at home.
You can also feel the difference between mounted and unmounted on the Enduro. Since there is only a single weight in the E-version, mounting or dismounting takes just two to three minutes.
Whether the Rallon E also performs well on technically challenging uphill sections, I can't answer. However, after checking the kinematic curves, I see no theoretical reason why it should be a stubborn companion in such situations.

For the second half of the test day, I switched to the electronic Fox Float X Live Valve Neo rear suspension element, which automatically detects when it should or shouldn't compress using sensors located on the front and rear brake mounts.
In practice, this works quite well. During downhill rides, the suspension element never malfunctioned, and during uphill climbs on a forest road, it automatically switched to "lock." How it would react in uphill sections with various uneven surfaces, I cannot say due to the lack of an appropriate test track.

Whether you need it or not is probably a matter of personal preference. However, I dare to say that, thanks to the good performance of the suspension system, it is not absolutely necessary to switch to the electronic version.
Personally, I would be more than happy to do without yet another app, Bluetooth pairing attempts, and battery management.

My summary in brief: No matter which variant or setting you want to ride the Rallon with, the concept of being able to transform a single frame into a downhill racer, freerider, park bike, or enduro is smart, customer-friendly, and worth emulating.