The new Merida Lithos reviewed

The full-carbon frame of the Lithos allows internal cable routing via the so-called Wireport headset. Those who don’t favor this type of routing can alternatively feed the cables in laterally through the Thermo-Gate ventilation ribs, which also channel cool air to the battery. The ribs are precisely engineered, so there’s no risk of cable rattling. An additional cover without holes for the Acros headset is supplied with every bike. In both cases the cables are routed through laminated carbon channels inside the main frame. Internal cable routing in the rear triangle has been optimized by using continuous guide sleeves. The removable battery also provides quick and uncomplicated access to all internally routed lines.

An integrated fender on the chainstay bridge keeps dirt away from the lower part of the frame. There is also a longer version that provides additional protection.
A sturdy chainstay protector as well as heel guards on both the left and right sides protect the frame from scuffs. In addition, the entire rear triangle is covered with a large-area transparent protective film.

During the design, special focus was placed on easy maintenance and high compatibility. This is shown by the exclusive use of standard bearings and compatibility with standard stems and spacers. Larger bearings are intended to provide increased durability. In the so-called Flexpivot system, a bearing in the dropout area is omitted; instead, flex is achieved at targeted points in the carbon tubes of the rear triangle.

The maximum approved tire dimension is 29 x 2.4".

A special Tube Base Plate (a mounting plate in front of the shock mount) allows securely carrying a spare tube directly on the frame. The removable lever of the rear thru-axle is equipped with an integrated 4 mm and 6 mm Allen key. Practical: All bolts on the frame can be tightened with a 4 mm and a 6 mm Allen key.

There is enough space in the frame triangle for a bottle cage or a range extender. Multiple mounting holes for the bottle cage allow flexible higher or lower adjustment of the position.

The head tube uses the standard IS52 at the top and ZS66 at the bottom.

The frame weighs 3,170 g in size M (without axle and seatpost clamp). For use in category 4 applications, Merida grants a lifetime warranty to the original owner. The maximum system weight of the Lithos is 140 kg.

The targeted flex of the carbon seat tubes eliminates the need for a bearing; however, this also classifies the system as a single-pivot with shock actuation.
By avoiding a shock yoke and a standard metric shock, lateral loading forces and wear are reduced, noticeably increasing the service life of the shock.

A suspension setup with 30% sag is recommended.

The 174 mm of rear travel is achieved with a 27.5" rear wheel using a shock size of 230 x 62.5 mm. This results in an average leverage ratio of 2.78. The overall progression amounts to 29.9%.
If the flip-chip is set to 29", which changes the leverage ratio, the total travel is reduced to 160 mm and the average leverage ratio changes to 2.56:1.

The suspension kinematics were developed based on the eOne-Sixty SL and eOne-Eighty models.

The Lithos' leverage ratio is optimized for use with coil shocks and large-volume air shocks with reservoirs. Because these shocks have a very linear and predictable spring characteristic, Merida has designed the frame kinematics to be correspondingly more progressive than, for example, on the eOne-Sixty SL (optimized for smaller reservoirs), to effectively prevent harsh bottom-outs.

If you switch from a 27.5" rear wheel to 29", the travel is reduced to 160 mm. The progression still follows a very similar curve.
Using a 29" rear wheel results in a lower leverage ratio, so for the same sag you will need slightly less air pressure (or possibly a softer spring).

Merida wanted to achieve a balanced amount of anti-squat in the early and mid-stroke of the suspension travel to provide efficient pedaling performance. Therefore the anti-squat in the SAG range is slightly above 100%. The deeper you dive into the travel, the more clearly the anti-squat value decreases, since pedaling efficiency hardly plays a role in such situations anymore. The end result is a suspension that should show hardly any drivetrain influences (pedal-bob), yet work actively and unhindered on descents and under hard hits.

In the SAG range the Anti-Rise is just above 100%, which helps keep the bike stable under braking. Deeper into the travel the Anti-Rise decreases. This results in a noticeably more active rear end and more traction when braking in rough terrain or after big drops.

With the 10k's equipment package not only are more exclusive components used, but also the Bosch Performance Line CX-R motor. In its Gen 5 version it has the same maximum power figures as the standard CX, but thanks to its magnesium housing it is slightly lighter at 2.7 kg and offers a specific, more aggressive power profile in the exclusive Race mode.

The Bosch Performance Line CX-R Gen 5 delivers 100 Nm of torque as standard — after the Performance Update 2.0 available since May, up to 120 Nm are even possible. This is accompanied by 750 W of peak power and up to 400% assistance (after the update a maximum of 600% up to a speed of 15 km/h). All riding modes can be individually adjusted via the Bosch eBike Flow app, and numerous other functions can be configured.

The Lithos can be ridden either with an 800-Wh battery (3,900 g) or a 600-Wh battery (3,000 g). For the 800-Wh version the so-called Beluga cover is required, which projects slightly from the silhouette of the down tube to accommodate the thicker energy pack. For the 600-Wh model the flatter cover forms a line with the down tube and thus provides a slimmer look. The smaller battery can, if required, also be used under the Beluga cover. The covers are held securely and rattle-free on the down tube by mechanical Fidlock fasteners, and the battery itself is fixed to the frame with an Abus lock.

The system is complemented by the Kiox 400C display, which is flush-mounted in the top tube, and by the compact, wireless Bosch Mini Remote on the handlebar. For the charging port Merida uses a cover flap with a pivoting lid that is neatly integrated into the support of the rocker linkage on the frame. In addition, the Lithos is compatible with the 250-Wh PowerMore range extender.

The Lithos 10k is equipped with some of the most exclusive components in the bike industry. The absolute eye-catcher is the distinctive Fox Podium upside-down fork with 170 mm of travel, a Custom Grip X2 damping cartridge and separately adjustable high- and low-speed compression and rebound settings. The electronic Fox DHX Live Valve Neo coil shock is also an absolute highlight that you rarely see in the wild. It works in conjunction with two sensors mounted on the brake mounts of the fork and the rear linkage, sending information to the shock up to 400 times per second. The shock reacts within only 1/70 of a second to impacts and adapts its behavior lightning-fast — controlled via the parameters selected in the Fox app.

The adjustment options within the app offer hundreds of combinations for climbing, flat terrain or descent. In addition, the shock features a mechanical low-speed compression adjustment as well as an adjustment for firm mode and the rebound damping.

The SRAM Maven Ultimate brakes are welcome partners on e-bikes: enormous stopping power while still offering good modulation and a tool-free lever reach adjustment; they stop the bike and the sturdy DT Swiss HXC 1500 wheels with grippy Continental Kryptotal tires absolutely reliably.

The stem comes from Merida; the bright Lezyne Hecto STVZO E350 light is mounted to its faceplate. The headlight is powered via a cable directly from the main battery. The same is true for the electronic SRAM X0 AXS derailleur — separate charging of AXS batteries is therefore completely unnecessary.

All frame sizes are equipped with the in-house Merida Team TR II dropper post, whose travel is continuously adjustable between 30 and 230 mm to provide the maximum possible adjustment range for every rider height.

The bike we reviewed in size M weighed 25.05 kg without pedals, but with tubes installed.

In Austria the bike is available in three specification levels: the Lithos 6000 at €6,999, followed by the Lithos 8000 at €8,999, and finally the top model reviewed here, the Lithos 10k — available in the colors Grey to Wild Honey or Grey to Gunmetal — at €11,999.

Tech Specs

With a 64-degree head angle the steering is sufficiently slack for hard enduro use without drifting into the extreme. A steep seat angle of 78.5 degrees also ensures a highly efficient pedaling position on the uphill.

Merida continues to rely on the proven Agilometer geometry. This combines a short, straight seat tube for maximum insertion depth with a proprietary dropper post adjustable in travel from 30 to 230 mm. This gives riders the freedom to choose the frame size according to preferred riding characteristics and desired reach, independently of leg length. While the reach increases significantly across sizes, the differences in seat tube length are intentionally kept small: on the frame in size Short the seat tube measures 400 mm, and it increases by only 5 mm with each frame size.

The maximum insertion depth for seatposts is 330 mm for XShort and Short, 360 mm for Mid, 370 mm for Long and 390 mm for XLong.

A flip‑chip at the junction of the seatstay and the linkage (link) allows switching between a pure 29" setup for maximum speed and the standard mullet setup (29"/27.5") for a high balance of stability and agility — without changing the rest of the geometry. In the pure 29" setup the chainstay length is 449 mm, while the mixed setup has a chainstay length of 447 mm.

Stack height has been noticeably increased across all frame sizes. Compared to the eOne‑Sixty SL, the head tube lengths have grown depending on size by 10 mm (size M) up to 25 mm (size XL).

The frame is available in five sizes: XShort, Short, Mid, Long and XLong.

Geometry

The rear suspension operates with a butter‑smooth response and seems to glide over imperfections. That is certainly a noticeable characteristic of the steel-sprung shock, potentially supported by the electronic Live Valve control. The position of the main pivot is likely a factor as well: it sits just behind an imaginary vertical line through the bottom bracket at the height of the 36-tooth chainring, so the wheel-rise curve is a touch more rearward-directed than on designs with a tighter radius. It doesn’t seem to matter that the Lithos technically lacks a physical pivot in the dropout area. Due to the targeted flex of the carbon seat tubes, the system is to be classified as a single-pivot with shock actuation.

If I had to nitpick in the detail analysis, I occasionally felt that the rear end begins to pack up a tick earlier under pronounced brake bumps during braking than a true four-link. In everyday trail riding, however, you don’t waste thoughts on that.

You don’t notice the electronic operation of the Fox DHX Live Valve Neo shock while riding. What you do notice very clearly is that the bike seems to stick to the ground and only unfolds its true potential when you really let it run. The faster you ride, the calmer the Lithos feels. Depending on the surface and your own skill level there is of course a limit, but the suspension’s 174 mm of plush travel is seldom the restricting factor.

How well the suspension works is also shown by how composed the rear end handles dubious lips and drops: even if a lip is in the way or a take-off is poorly built, irregularities are simply absorbed before launch without the rear end bucking and throwing the bike off balance.

Fork and shock work harmoniously in their sensitivity and on a similarly responsive level. The fact that the bike likes to “cling” to the ground brings pros and cons. The advantage: maximum control and enormous ride comfort. The downside: it takes noticeably more shove to get the bike off the ground. Energy you put into the impulse is practically swallowed by the absorption-hungry suspension — here the overall weight of around 25 kg becomes noticeable. Bunny hops thus become a small ordeal. You can’t really call the Lithos “poppy”; targeted app-tuning would probably leave some room here — investigating that in detail, however, would have exceeded the scope of this review.

On shallow, hard landings the electronic Fox shock plays its trump card: you can clearly feel how the hydraulic assistance absorbs the impact with high g-forces in a targeted way.

During a fairly front-heavy landing after a drop I managed to force the fork into a harsh bottom-out, which ended in an unpleasant metal-on-metal noise. That was, however, an isolated incident; the mix of comfort and usable travel was generally excellent.
You also can’t complain about a lack of stiffness from the upside-down fork — on the contrary: in overhanging root sections I wouldn’t have objected to a touch more compliance. Speaking of compliance: as highlighted by Merida in the product presentation, the frame’s stiffness actually offers a very successful mix of directional stability and ride comfort.

Once the bike is rolling, you surprisingly notice little of the weight. It can be swung willingly from turn to turn, feels extremely planted, follows the chosen line with purpose and generates continuous speed.

However, when the trail really pitches steeply downhill, the higher weight inevitably becomes a negative: the bike tends to push and wants to roll straighter in tight turns on steep terrain rather than flowing lightly around the corner. I more than once found myself struggling to catch the bike in time when I charged into the steep sections of my local trails at my usual speed. If you don’t care much for extremely steep descents anyway, you’ll hardly notice this phenomenon in practice.

There are only a few places where you could sensibly shave weight from the high-quality but decidedly descent-oriented robust spec — unless you forego the excellent but rather heavy upside-down fork and the electronic steel-sprung shock of the 10k model. In that case you might as well opt for a different model variant. A lighter wheelset would save a few hundred grams too, but you’d have to dig deep into your wallet. You can save around 200 g by switching to tubeless. Removing the light saved just under 100 g more, which also hangs rather inconveniently right in front of the cockpit.

Personally I would choose the 600‑Wh battery for this reason alone, to save 900 g at a suspension-relevant location — that would benefit the handling in almost every situation. Besides, the smaller cover gives a noticeably slimmer silhouette.

The 64° head angle provides high straight-line stability, even in the Mid frame size we tested. The geometry thus offers good numbers for hunting best times, but provides enough all‑round characteristics to make the bike willing to respond to inputs in all situations. Personally I’d like the chainstay to be a bit longer, especially on larger frame sizes, to maintain balance; but 446 mm is a good compromise between stability, climbing ability and front-wheel pressure.
If you prefer slacker angles and are considering switching to the 29" setting on the flip chip despite the 27.5" rear wheel, all the angles would indeed slacken by about 1.5 degrees — however the bottom bracket would then drop to a dangerously low level. Pedals or the motor cover striking on the ground could be the result and could cause crashes, so this should be strictly avoided. Due to the upper IS52 headset dimension, the use of an angle-adjusting headset is also not possible.