The all-new 2027 Orbea Oiz made a stealth appearance at the Nove Mesto World Cup race, and now it’s official – their top-level XC race bike gets a complete refresh, making a pretty good bike into a great one. It all comes down to little design details that add up in a big way, and we were at the launch for a first-hand look.
The Necessary Background
Orbea’s new global MTB category manager’s prior job was focused only on their longer-travel bikes. Now in charge of everything fat tired, he thought it would be fun to apply that line of thinking to a shorter travel XC bike.
To put things in context, here’s a quick history of the Oiz model, which, Orbea being a Basque company in Spain, it’s pronounced “ō-ēth”.
The 2005 model introduced carbon flex stays to remove the rear-most pivot. It also introduced the I-Line rear shock layout, which Fox helped develop. Orbea patented the design and now licenses it to other brands, using proceeds from that to support regional trail-building efforts.
In 2022, they were one of the earliest brands to commit to 120mm travel on a World Cup XC platform, a suspension layout that’s now basically standard for cross country race bikes.
But the XC Category is Still Changing
It’s not just that racing has changed, with World Cup races now being shorter and faster (and more exciting). The market is shifting, too. While XC is one of the last categories to be completely crushed by e-bikes, riders also have more choices than ever from more brands than ever, with gravel bikes also eating into the category.
So, who’s left wanting an analog XC bike? And what would make one stand out in today’s market of so many really, really good bikes? Orbea’s answer was to…
Focus on Pure Racers
Let’s get this out of the way. Yes, they’re looking at 32” wheels, but for now, they say the ecosystem just doesn’t have the level of component quality and choice to justify launching a product. Also, this new Oiz has been in development for three years, long before 32” was a thing. So, they’re testing them, but are also quite happy to not be first.
Besides, 29ers’ kinematics and geometry have gotten so well dialed. But that becomes the challenge – what can be made better? Should it be lighter? Stiffer? Something else?
They started in the lab, with lots of prototypes, of course. But bikes aren’t ridden in the lab. Orbea has long focused on total efficiency, but realized that climbing efficiency isn’t everything (even though it’s often where races are won). They wanted to make the bike better overall, improve ride quality, and, dare I say, fun.
Admittedly, these days, gains are marginal. But they are there if you look hard enough.
It Starts with Stiffness
Orbea started with stiffness, particularly in the rear triangle. With courses becoming more technical and descents getting rougher, a laterally and torsionally stiffer rear end paid dividends in handling and rider confidence. It also keeps all of the pivot points in tighter alignment throughout the range of motion, letting the suspension move more smoothly and efficiently.
But, how to add stiffness in the pivot and linkage areas without adding weight? It came down to design and the manufacturing process.
Notice that both the seat tube and now the top tube are both straight. Gone is the bent top tube, which required more material both for the shape and to maintain its stiffness.
The new top tube looks flat, but around the shock, it actually uses a hollow “winged” shape to add a lot of stiffness.
A common method for increasing lateral stiffness is to add a bridge to the seatstays, behind the seat tube. But Orbea says this adds stiffness at the top of the wheel, not so much at the axle or upper linkage.
So, they created an aluminum “bridge” that sits in front of the seat tube and connects the seatstays.
This added a tiny bit of weight, but made it a lot stiffer where it matters and kept the seatstays pushing forward in perfect alignment, driving the shock straight forward to prevent any binding that would add friction.
The other big change is the switch to a smaller linkage that’s now alloy. The prior version was carbon fiber, but much larger. This new linkage is just 44g, down from 77g with the much larger carbon fiber linkage.
As a system, it’s a slight gain, adding up to 100g total for the new link and bridge, but it’s way, way stiffer.
The main pivot is also updated to eliminate static load on the rear triangle. Specifically, they switched to a pinch bolt to secure the chainstays to the pivot axle.
This means they’re not “pinching” the stays around the seat tube, which creates tension that can create friction. Now, everything rotates freely for improved suspension performance.
The front triangle is now made in just two pieces. The top, head, and down tubes are all one piece, and the seat tube and bottom bracket junction are one piece, then it’s bonded together.
The rear triangle is done in five pieces – the front 2/3 of the chainstays and yoke are one piece, letting them optimize for strength and stiffness with the least material around the yoke and pivot area. Each seatstay is molded separately, as are the dropouts, which include the dropout and brake mounts.
Compared to the 2023 Oiz OMX, the 2027 Oiz OMX is 36% stiffer, and the rear triangle is 22% stiffer.
Worth noting that the rear brake mount is also contributes to the suspension’s performance. It’s a separate alloy mount that slides over the axle, then attaches only to the chainstay. This lets Orbea make perfectly symmetrical seatstays, with the same layup, so that they flex the same on both sides – which is important, because there’s no pivot near the rear axle, so the design relies on seatstay flex.
The rear brake mount switches back to post mount (from flat mount), so you have more caliper options, and it’s a bit easier to work on.
The Lightest Oiz Ever – 2027 Orbea Oiz Actual Weights
Combined, front and rear carbon frame parts are 48g lighter than the prior model. Altogether, the hardware is about the same weight despite looking different. Put it all together, and they say this is the lightest Oiz they’ve ever made.
The two top OMX models are shown above, one with full XX SL and Rockshox Flight Attendant (9.63kg / 21.23lb, on left), and one with full Shimano XTR with Fox Factory suspension (9.86kg / 21.74lb, center). There’s also an OMR-level bike with XO AXS (10.86kg / 23.94lb, on right).
Claimed weight is 1473g for a painted frame (size M) with hardware, but no shock (this one came in at 1484g, well within expected variance).
It’s worth noting that there is a lower-level OMR series, too, which gets all of the same design updates, but a less-expensive tier of carbon fiber. The OMR is 160-180g heavier than OMX.
They offer a variety of paint options, including a lighter-weight tinted carbon, like what’s shown on the bike throughout this post. It’s a nice option if you like seeing hints of carbon layup and a hint of color. Drop another 20+ grams off that by going with a raw carbon finish.
Cockpit and Small Parts
Orbea’s housebrand components make up the wheels and handlebar, and the one-piece bar-stem combo comes on all models. It has a -18º stem, is 760mm wide, and comes in 75mm and 90mm reach options. If that sounds long by today’s standards, keep in mind that this entire bike and its build are designed to put you in a race-ready position.
The bike shown throughout this post is the one I rode, too, and I asked for a few spacers so I could run a top tube bag (you’ll see it in the review – I think it looks good, some folks disagreed). Even with 20mm of spacers, the shape of the stem and its sleek cable integration make it look low. Remove all spacers and the stem, all but tucks into the frame for an extremely aggressive look.
Orbea offers both wireless and mechanical shifting builds, and the AXS and mechanical lockout builds, with cable port covers for each so that you’re not left with extra holes under the stem, no matter what parts you run. Along with the integrated, removable computer mount (includes Garmin & Wahoo compatible pucks), they keep this bike looking super tidy with every build.
Their Oquo wheels come standard, with the top models getting the 1350g LTD series. Rims are all carbon, with a 30mm wide internal, hookless, and front- and rear-specific asymmetric designs. They get DT Swiss 36-tooth internals with upsized bearings.
Other than the two pinch bolts on the chainstays and bottle cage bolts, there’s not much metal on the frame.
A rubberized chain guard keeps things quiet and protected, and a small chain catcher sits just over the chainring for insurance.
Geometry
Numbers are with a 120mm fork, but you can opt for a 130mm fork in their MyO custom configurator.
Wheelbase is the same as before, so the main changes from the prior model are 430mm chainstays (2mm shorter) and a 66.8º head angle (0.2º slacker).
They experimented with 65º but found that it wasn’t tracking well on the climbs. A slacker head angle might be worth that tradeoff on trail and enduro bikes, but it’s not a compromise you can make on an XC bike.
It has an extremely low stack height and, combined with a slightly steeper seat angle, puts the rider just a bit further forward for a more powerful pedaling position. This combo balances rider weight on the bike with the slightly shorter chainstays, and helps keep enough weight on the front of the bike on climbs.
Larger sizes have shorter seat tubes than before, too, which lets you run longer-travel dropper seat posts. Combine that with a 130mm fork and the new Oiz becomes a great downcountry or light trail bike, too.
All frame sizes fit two bottles, 650ml on the seat tube, and up to 1000ml on the downtube, depending on frame size and whether you’re running an “e-shock” like the Flight Attendant.
Suspension Kinematics & Options
The suspension curve is regressive, built around a small volume shock that gets easier to compress once you’re into the travel. So, it’s firmer and more supportive early in the stroke, good for hammering through a race, but with a supple mid-stroke so it’s active when you need it to be. Then, it firms up at the end of travel because of the small volume shock ramping up, so no harsh bottom out.
Orbea recommends 24-30mm sag, which is about 20-25% of the shock’s stroke.
You have two suspension options, Fox and Rockshox. While Orbea develops the bike alongside Fox, with specially developed rear shocks and tunes, they noticed more and more customers swapping to Rockshox Flight Attendant through their MyO customization program. So, now there are stock bikes with both options.
For Fox-equipped bikes, Orbea’s own Squidlock dual-lever lockout can simultaneously lock out the fork and shock with one lever, and drop your seatpost with the other.
For Rockshox-equipped bikes, you get a Rockshox mechanical dropper seatpost lever, and that’s because ALL builds come with the Fox Transfer SL dropper post. Why? Because it’s lighter than a Reverb AXS or Transfer, and this is a race bike.
Which is better? I rode both, and I’ll cover that in my review.
2027 Orbea Oiz Pricing, Options & Extras
Four standard builds will be available for both OMR and OMX models. OMR bike prices range from €3,799 to €6,999.
OMX bikes range from €7,299 to €11,499 and are available through their MyO custom program. This lets you swap parts, including options like Trickstuff brakes and Maxxis Tires. A cool bonus – MyO includes no-cost paint customization so you can pick the colors for every part of the bike, even customizing paint on the one-piece handlebar and LTD wheels.
An optional new 77g mini tool and mount fits directly in front of the rear shock. The sleeve bolts into the frame, and a strong magnet keeps the tool in place…it’s really cool.
Overall, the new Oiz is a very smart and smart-looking upgrade from the prior model. Check my review (with video) for all the reasons why it’s not just better on paper, it’s also a ripper on the trail that eliminated any shortcomings its predecessors may have had.
