Mondraker Dune Review

180 mm of travel and still under 20 kilos. The new Mondraker Dune is taking on the chairlift. Is this e-enduro replacing the need for a bike park?

The Mondraker Dune XR, priced at €12,000, is certainly not a hidden gem for bargain hunters, but the performance stats on paper are quite impressive. Despite boasting a generous 180 mm of travel in the fork and a hefty coil shock, the bike tips the scales at only 19.7 kg. By the way, the extra 10 mm of fork travel comes standard only on the top model. The more affordable versions are equipped with a 170 mm fork.

Anyone competing against the world’s lift systems must naturally consider the question of range. And to be honest: With the integrated 400 Wh battery in the down tube, the Mondraker Dune is not a range monster. We managed about 1000 meters of elevation gain in full turbo mode on moderate tarmac and gravel climbs with a rider weight of 75 kilos.

If you want to gain more elevation, you have two options: You can switch down from turbo mode and save the battery in tour mode. Or you can invest in a Bosch Power More Range Extender with 250 Wh. The option to swap the battery, as with the Conway Ryvon, unfortunately doesn’t exist with the Dune. However, if you combine the range extender with a conservative riding style, you can still achieve 2000 meters of elevation gain.

The Mondraker might lose the battle against the lift system, but with its sleek weight of under 20 kilos, it still keeps the option open to hang the EMTB on a shuttle trailer or extend its range with lifts during tours in the Alps. Because the bike is still lighter than some downhill bikes and makes no compromises on the descent.

You can put it briefly and succinctly: The faster you go downhill, the more stable the Mondraker Dune XR feels on the trail. In technical terrain, you almost get the feeling that the bike needs a certain minimum speed to unleash its potential. At slower speeds, the handling with the extremely short stem is almost too direct, nearly twitchy. If this bothers you, it can easily be fixed with a 40mm or 50mm stem.

It’s only at higher speeds that the ultra-slack head angle brings stability. With 63.5 degrees, you’re in the territory usually reserved for downhill bikes. This makes it clear where the Spaniards are positioning their latest offspring: in the aggressive segment. Long straights, rough rock gardens, where it really rattles, that’s where this bike feels at home. Mondraker categorizes this bike as a Superenduro. We would prefer the term mini-downhiller.

Because the bike is so responsive, you almost forget it’s equipped with a small 27-inch rear wheel. With many bikes featuring a mullet setup, you notice it in the first corner as you can shift your body weight backward and really push the bike through the corner over the rear axle. Not so with the Dune. With its long fork, you have to consciously put weight on the front wheel in corners. When you do that, the Dune tracks through corners like it’s on rails. However, the Dune doesn’t have the super nimble character of other mullet bikes.

The suspension setup on the Mondraker needs to be divided into two parts. Firstly, the general kinematics of the rear triangle need to be mentioned. Mondraker’s Zero Suspension System operates like a VPP rear suspension with a closed rear triangle and actuates the shock from both sides. The shock is fully floating, which significantly impacts sensitivity and braking behavior.

Thanks to this setup, the rear suspension remains fully active even when braking. There is no hardening rear suspension to worry about, so you can confidently brake and rely on the Dune to respond with plenty of grip. This is where Mondraker’s Zero Suspension System truly shines. In rough terrain, it almost feels like you’re riding a magic carpet. The combination of the suspension kinematics and the coil shock delivers outstanding rear-end performance.

The installed Öhlins RFX38 fork, with a generous 180 mm of travel, has also proven to be very absorbent. However, finding the right setup for the dual air chambers requires some patience. The spring rate is adjusted via air pressure, and then a second air chamber, which is filled from the bottom, adjusts the fork’s progression.

At moderate speeds, when you’re not tearing down the trail, the fork can feel a bit lifeless. It’s only at higher speeds and after fine-tuning the compression and air pressure that the fork really starts to shine. You may need to set the fork noticeably stiffer in the parking lot to achieve the desired trail performance. Once you’ve figured out the trick, there’s no more criticism in this area.

The Bosch-SX motor is about one kilogram lighter than its full-power counterpart (the Bosch CX) and is also slightly more compact. Nevertheless, it delivers a comparable peak performance on paper with 600 watts. This makes the motor clearly superior to the motors from TQ and Fazua, but it also has a very clear limitation.

When climbing, the Bosch SX only provides strong support if the cadence is right. While the Bosch CX, the full-power model, delivers its full performance over a wide RPM range starting at around 50 revolutions per minute, the SX produces relatively little at low cadence.

Only above 90 revolutions per minute does the Bosch SX motor unleash its full power. If riders achieve this, the motor impresses with a sporty character and strong support. Simply sitting in the saddle and letting your legs fall on the pedals is not enough to get the Bosch SX motor into the desired working range.

When it comes to noise level, the Bosch SX reminds us of its bigger brother with a noticeably audible whirring sound as soon as the motor is put under load. We had hoped that Bosch had addressed the gear clatter known from the Bosch CX, as well as the Shimano EP8 or EP801, with the SX, but we were disappointed. Both the TQ and the Fazua motors are a step ahead here.

The low front keeps the front wheel practically glued to the ground even under full motor power. This allows for very controlled climbing through tight uphill turns. With 165 mm cranks, they are not particularly long, but they do occasionally make contact in chunkier terrain.

Despite the steel coil shock, the hefty 38mm fork, and the solid build, the bike weighs a trim 19.7 kilograms. Especially with the Maxxis Minion DHR2 tire in the puncture-resistant Double Down casing, this is an outstanding value. Up front, the Assegai tire comes in 2.5 width with an Exo Plus casing.

One component contributing to the weight reduction, besides the frame, are the lightweight wheels. The tires are mounted on E-13’s new Grappler Carbon wheels, which help lower the weight and add some extra agility. The cranks also come from E-13. Mondraker focuses on ergonomics here. Cranks are 165 mm long up to size M frames, and 170 mm long for sizes L and up. Riders who tackle trails in an uphill flow style might need to live with a few occasional scrapes.

Mondraker has slightly overreached with the display. Honestly, while the display can be handy for showcasing performance data and cadence, you can easily do without it. Especially on a bike of this class, no one minds if it’s kept minimalist.

Sram’s Code Ultimate brakes feel great in hand but lack a bit of punch. The modulation is excellent, but Sram’s Maven brakes show that more braking power simply means better safety.

With €11,999, our test bike comes at a hefty price. For €4,000 less, the R version is likely much closer to the reality for most bikers. Especially since the bike only weighs marginally more. If you don’t need 180 mm of travel and can get by just fine with 170 mm, you should keep an eye on this. With the arrow symbol , you can also compare individual models with any other bike from our extensive market overview. A particularly exciting comparison is with Mondraker’s Neat and Crusher, which we have also featured.