YT Capra MX Core 1 2023 Review

The Capra MX Core 1 was cold-forged from 6061 aluminum, hydroformed, and tailored for durability through multiple butting processes. Top performance at an attractive price is the focus, with an emphasis on robustness and easy maintenance.

The cables are mostly routed inside the main frame and the seat stays. Continuous cable tunnels prevent noise and allow for a quick, uncomplicated exchange of cables. All cable entries and exits are protected from dirt and water with Cable Plugs. Cable attachments on the seat tube prevent slipping.
In front of the shock mount on the down tube, there is an additional cable outlet, should one want to control a shock with a lockout remote.
TPE protectors with fins on the chainstays and seat stays reduce chain noise and protect the frame. The screwed-on PA66 cover on the lower part of the down tube protects against stones thrown up.

The asymmetric Wing, a connection between the seat tube and the down tube, gives the Capra more stiffness and stability, while still leaving enough space for a water bottle. The Core 1 comes with the Thirstmaster 6000, a bottle with a 620 ml liquid volume.
The bearings of the headset are integrated into the head tube using Zero Stack bearing cups (ZS44 on top, ZS56 on the bottom).
On the underside of the top tube, there are threaded inserts for mounting tools or other accessories.

The Capra uses a UDH derailleur hanger, which means it could also be upgraded to SRAM's new T-Type shifting system.
The Boost standard with a 148 x 12 mm axle has become a matter of course. But speaking of widths: The space between the crank arm and the rear triangle has been increased to prevent shoes from coming into contact with the frame while riding.
In addition to the double-sealed industrial bearings, all bearing points are equipped with additional seals to keep water and dirt out, thus increasing their lifespan.

The frame is approved for the highest ASTM 5 category, so you can trust your suspension in the bike park and during bigger stunts.

Tech Specs

V4L is what YT calls its suspension system - for the Capra, a design with a Horst-Link at the dropout and bracing of the seat stay via a lever, as well as shock actuation using a yoke. The manufacturer-claimed advantages of the concept include an extremely sensitive response, counter-support in the mid-travel range, and high end progression. The travel of the MX amounts to 170 mm (Capra 29: 165 mm).
Regarding kinematics (by the way, perhaps useful at this point: the reference to our comprehensive Suspension 1x1), compared to its predecessor, the leverage ratio for the 29" variant has been significantly reduced for easier usability of the travel. Previously it was at 41%, it has now shrunk to 33%. However, the value for the MX variant has remained the same and is still at 37%, although with a slightly raised curve of the leverage ratio.

The Anti-Squat value has been increased by 25% and is now just over 100% at Sag. The Anti-Rise value is 10% higher and settles at just over 70% at Sag. This is intended to make the Capra accelerate better and for the rear suspension to react more neutrally to influences that can occur through braking or pedaling.

The axle path curve has also been optimized. In the new generation of the Capra, it runs a bit further back to roll over obstacles more easily and to improve the rear's responsiveness.

The significantly steeper seat angle of the new Capra at 77.8 degrees positions the rider in a centered seating position. At the same time, the head angle has been made slacker (by half a degree for 29" and by one degree for MX) and now sits at 64 degrees. For the MX, the bottom bracket has also been lowered.
The reach and chainstay length have also been slightly extended, but the latter is still on the very short side. To ensure a more balanced handling with a longer reach, the chainstays are a few millimeters longer on XL and XXL sizes.

Using a flip-chip on the shock mount at the yoke, the geometry can be made 0.3 degrees steeper or, at the same time, the bottom bracket can be raised by 5 mm.
New is the frame size S, meaning the Capra is now available in a total of five size increments, from S to XXL.

Geometry

Overall, there are four equipment variants from Core 1 to Core 4, with Core 1 and 2 made of aluminum, Core 3 and 4 made of full carbon.
The shifting and braking components of the test model are from Sram. NX Eagle is the entry-level group of the twelve-speed MTB shifters with a range of 11-50 teeth on the cassette. Accordingly, the Sram Descendant crankset with a length of 170 mm is used.
For the suspension, YT relies on the RockShox ZEB Base, the most cost-effective model with 38 mm stanchions, 170 mm of travel, DebonAir+ air spring, and Rush RC damping with adjustable compression and rebound. The RockShox Super Deluxe Select R shock features adjustable rebound damping.

The telescopic seat post is from YT's own brand. For frame size S, there is 125 mm of drop available, for M 150, L to XL 170, and XXL 200 mm. Matching this: the MMX Remote lever for operating the Postman from the handlebars.
Maxxis Assegai 29 x 2.5" front tires and Maxxis Minion DHR II 27.5 x 2.4" come with EXO casing and Dual Compound rubber mixture. They are mounted on tubeless-ready SUNringlé Düroc SD 37 Comp wheels with a 32 mm internal width.
YT trusts E13 parts for the cockpit. Regarding frame color, you can choose between Sludge Green and Black Magic for the Core 1. Tastes are known to differ, but I personally find the Sludge Green color with its metallic glitter effect simply grand.

An initial inventory quickly reveals that the bike does not lack in manufacturing quality and attention to detail. Smooth tube shapes without unnecessary frills and high-quality hardware create an aesthetically pleasing silhouette.
The cable routing near the bottom bracket area is somewhat unconventional. Here, the cables emerge from the down tube and then either snake into the seat stay (shift cable) or onto the seat stay (brake cable), or into the seat tube (dropper post). Technically speaking, there's nothing to criticize, and the wide arc at the seat post actually makes sense; however, this cable routing won't win any beauty contests.

The Acros AZX-576 headset comes with a High Cap, meaning: the top cap is very tall. For riders who prefer their cockpit very low, this could pose a problem, but for me personally and my height, the setup has proven to be well-suited to the character of the bike. On the other hand, taller pilots, especially in frame sizes XL and XXL, might miss the opportunity to raise the cockpit higher due to the lack of more head tube (two 5 mm spacers allow for fine adjustments).
The MK3 version of the Capra even comes with a bottle cage. Looking down from the top, the strongly asymmetric mounting due to the one-sided frame reinforcement appears a bit odd at first, but there are no disadvantages in terms of freedom of movement to report. Even the distance to the crank arm is more than sufficient.
The shock activation via a yoke is unfortunately quite common these days, but it exerts higher bending forces on the shock and can negatively affect longevity. However, the yoke on the Capra is quite short, which should keep the extra load within limits.

Good: Although there is a bend in the seat tube, the size L frame has a deep insertion depth for seat posts.
The ratio of seat tube length to reach could have been more generous to allow shorter riders to opt for longer frame sizes if necessary. On the size L frame, the seat tube length measures 445 mm with a reach of 464 mm.
Due to the rubber seal of the seat tube clamp, an additional 10 mm must be added to the seat tube length. The rubber seal can be easily removed, yet due to the relatively high installation height of the seat post with a thick bearing area - which is likely to positively affect longevity - I was barely able to achieve full extension of the seat post with a 170 mm drop with my leg length. With a model from another brand, it would be possible for me to ride with a post with a 180 mm drop given the specified dimensions. In the end, one must always check individually which frame would fit best.

The Capra MX is traded as a fun rocket in bike parks, so it had to complete many laps in such parks during the review.
The steering angle of 64 degrees fits well with the character of the Capra – flat enough for sufficient straight-line stability, steep enough not to seem sluggish. Those who are looking for even more stability, or even more agility than the flip-chip allows, can resort to an aftermarket headset with angle offset as mentioned.
It quickly becomes apparent that the bike is more than willing to be thrown from side to side in tight corners. It devours winding tight S-curves with berms down a flow trail with delight. To be honest, my enthusiasm for flow and jump trails has rapidly waned over the last decade. However, the Capra was able to coax a smile from me on exactly these kinds of paths. It yearns, supported by the harder rubber compound of the tires, to maintain speed on the compacted ground, to continue building it up with one or another pumping movement, and then to place a jump precisely into the transitions with bouncy finesse despite 170 mm of travel.
There is no doubt that this is the scenario where the concept of very short chainstays fully comes into its own. The bike can be willingly circled around tight corners at any time and lifted onto the rear wheel. It takes jump trails with larger jumps in stride and sails well-balanced through the air. The smaller 27.5" rear wheel helps to lay the rear end sideways or to drift it out.
Only when one grossly misjudges and comes up short, or jumps too far into a flat, would one wish for a bit higher bottom-out protection at the rear to protect the ankles.

According to YT's dynamic suspension setup guide on the website, the recommended sag value for the MX version is 32%. With the stock setup of the shock and without adjustable compression damping, you regularly bottom out with the Capra Core 1 on medium-sized jumps and drops, even if you don't hear a metallic noise, since an end-stop elastomer sits at the end of the new Super Deluxe shock. At 28%, a setup was achievable where the bike only occasionally reaches its limits. Those who really want to go full throttle without adding volume spacers to the shock will probably have to settle for a tuning between 25 to 28% sag, which then slightly sacrifices sensitivity and perceived absorption capacity.
However, one is reluctant to do without this sensitivity and the more eager absorption behavior when diving into technical downhills with the bike. It's a pity that the Super Deluxe Select shock was not equipped with the hydraulic bottom-out function – which slows down the compression speed during the last 25% of the travel – even though it would have been an option for this model. This would probably have handled the suspension characteristics for extra hard hits well, so one has to make do with volume spacers. The Capra Core 1 comes with two volume tokens in the main chamber from the factory, up to a maximum of four can be added to increase the progression.

While the short chainstays are a bonus in terms of playfulness, one has to make slight concessions when it comes to chasing through loose or technically demanding curves as quickly and safely as possible. With a longer reach and short chainstays, the balance is weighted more towards the rear wheel and it takes a bit more effort to load the front wheel for sufficient traction.

YT is well aware of this behavior, even more so: it forms the cornerstone of their geometry concept with 29" and MX versions. Although the chainstays are only 5 mm longer in the full 29" version, when combined with the larger rear wheel it is strongly assumed that the Twentyniner should be the better choice for chasing seconds on wild enduro or race tracks.
Without having closely examined this concept when ordering the test bike, in retrospect, I would probably tend to the 29" variant, as the more balanced handling with longer chainstays on natural trails – where I spend more time – generally conveys a higher sense of security to me. If it were up to me, due to my height, I would prefer a version with even longer chainstays (the size L frame would, in my opinion, accommodate the longer rear end from the XL model well) along with a 27.5" rear wheel.

Personal preferences aside – such digressions should not detract from the fact that the downhill performance of the Capra Core 1 MX is quite good. Bearing in mind the price tag of only €2,699,- it is even a really good performance.
Not once did it occur to me that a jump or drop would not be possible with the bike due to its components or frame; never did such complaints – except for the desired higher progression of the shock – hold me back.

Although the RockShox ZEB is the absolute base model with a simpler damping system, one can only conclude that it, as well as the RockShox Super Deluxe Select R shock, performs really good suspension duties. In detail, both parts respond quite sensitively and absorb small and large obstacles competently, even with fast successive hits – at least up to a certain degree.
Only with very strong hits or hard edges at high speed does the shock, when tuned correctly for sag, tend to bottom out – probably also because there is no option to slow down the compression stage – and it feels as if the rear end gets a bit hung up on sharp-edged obstacles. Additional volume spacers would definitely benefit the setup. In those situations, the variant with a 29" rear wheel could also contribute to the suspension behavior due to its better rollover capabilities.
The rebound damping is on the slower side in its lightest setting, so very lightweight riders might be forced to resort to internal tuning.

To finally address the overall weight mentioned during climbing: downhill it does not necessarily stand out negatively. Only with bunny hops and moving the rear wheel do some bikes make such maneuvers easier; but the nearly 17 kg with pedals do not lead to despair in these situations either.
However, naturally, compromises must be made during sprints in flatter sections.