Review: We Are One Arrival 170 - An Enduro Race Bike That Can Climb
You're likely familiar with the We Are One backstory by now - the company has made a name for itself crafting premium carbon frames and rims in Canada. Three frames exist under the Arrival name, with either 130, 152, or 170mm of rear travel. This boutique frame is subtle with minimal paint and branding but stands out nonetheless.
We're focusing on the Arrival 170 UDH MX, which is what I’d call version 1.5 of their enduro race bike, since the geometry and kinematics haven’t changed, but the entire rear triangle has been redesigned to accept SRAM’s Universal Derailleur Hanger. A second welcomed addition is a flip-chip built into the seatstay pivot to accommodate a 27.5” rear wheel while maintaining the full 29er geometry.
The frame comes in three sizes and uses a dual-link suspension, yielding 170mm of travel. That's paired with a 170mm fork which rests at a sub 63.7-degree head tube angle, making it plenty aggressive, but not crazy-slack.
We're focusing on the Arrival 170 UDH MX, which is what I’d call version 1.5 of their enduro race bike, since the geometry and kinematics haven’t changed, but the entire rear triangle has been redesigned to accept SRAM’s Universal Derailleur Hanger. A second welcomed addition is a flip-chip built into the seatstay pivot to accommodate a 27.5” rear wheel while maintaining the full 29er geometry.
The frame comes in three sizes and uses a dual-link suspension, yielding 170mm of travel. That's paired with a 170mm fork which rests at a sub 63.7-degree head tube angle, making it plenty aggressive, but not crazy-slack.
We Are One Arrival 170 Details
• Carbon frame, made in Canada w/ lifetime warranty
• Travel: 170mm front and rear
• Wheels: 29" front and rear (MX compatible)
• Super Boost 157mm rear hub spacing
• 63.7° head tube angle
• 76.6° seat angle (L)
• Sizes: M, L, XL
• Reach: 445, 472, 497mm
• Chainstay: 447mm (XL: 450)
• Weight: 14.6 kg / 32.2 lb (as pictured)
• Price as shown: $8,299 USD
• Frame only: $5,499 CAD / $4,299 USD (w/ RockShox SuperDeluxe Coil)
• weareonecomposites.com
• Carbon frame, made in Canada w/ lifetime warranty
• Travel: 170mm front and rear
• Wheels: 29" front and rear (MX compatible)
• Super Boost 157mm rear hub spacing
• 63.7° head tube angle
• 76.6° seat angle (L)
• Sizes: M, L, XL
• Reach: 445, 472, 497mm
• Chainstay: 447mm (XL: 450)
• Weight: 14.6 kg / 32.2 lb (as pictured)
• Price as shown: $8,299 USD
• Frame only: $5,499 CAD / $4,299 USD (w/ RockShox SuperDeluxe Coil)
• weareonecomposites.com
Contents
 | The Arrival 170 is cut out for enduro racing. It's plenty capable downhill, but isn't as single-minded towards descending as other long-travel bikes that can be cumbersome in flatter terrain. |
Frame Details
![We Are One Arrival 170. Photos Max Barron]()
The front and rear carbon triangles can be built into three unique bikes: the Arrival 152 on which the platform is originally based, Arrival 130, and the 170. The biggest version requires its own set of suspension links, a longer shock, and a fork of equal travel. The upper plates are braced by a carbon bridge, saving 50 grams over the aluminum version of the past.
Glancing over the frame, We Are One has all the usual areas that cause complaints covered. On the rear triangle, there is healthy layering of rubber to silence chain slap, as well as BB and downtube protection. This high-end build uses few cables. When the brake hose enters the downtube, foam tubing eliminates rattling noises - internal guides were omitted in favor of superior carbon compaction.
Other areas worth investigating are the lack of ISCG tabs and accessory mounts. We Are One does offer a proprietary chainguide, however SRAM’s X0 Transmission cranks carry their own bashguard, relieving the frame of any forces from rock strikes.
We know not everyone loves 157 Super Boost rear wheel spacing (probably because they already own a 148 Boost wheel or frame), but zoom out and look at what We Are One have implemented with the Arrival's chainline (55mm) - they're paired the wider 157mm spaced hub with the 148mm crankset (168mm Q-factor). By combining these components, they've reduced the angle of the chain when in the lower gears - arguably, the place you spend the most time. Who wouldn't welcome less drivetrain wear? Smart.
Overall, the frame is well thought out with room inside the front triangle for a water bottle and a small fender to protect the linkage from debris. Another worthy mention about the build quality is the high tolerance on the hardware which is apparent when switching the Arrival between rear wheel sizes. All of the threaded components along the frame feed into female chips that can be replaced if damaged, excluding the BB shell.
The Arrival frame now accepts a UDH and features a flip-chip at the seatstay pivot to maintain geometry if swapping between 27.5 and 29" wheels.
The front and rear carbon triangles can be built into three unique bikes: the Arrival 152 on which the platform is originally based, Arrival 130, and the 170. The biggest version requires its own set of suspension links, a longer shock, and a fork of equal travel. The upper plates are braced by a carbon bridge, saving 50 grams over the aluminum version of the past.
Glancing over the frame, We Are One has all the usual areas that cause complaints covered. On the rear triangle, there is healthy layering of rubber to silence chain slap, as well as BB and downtube protection. This high-end build uses few cables. When the brake hose enters the downtube, foam tubing eliminates rattling noises - internal guides were omitted in favor of superior carbon compaction.
Other areas worth investigating are the lack of ISCG tabs and accessory mounts. We Are One does offer a proprietary chainguide, however SRAM’s X0 Transmission cranks carry their own bashguard, relieving the frame of any forces from rock strikes.
We know not everyone loves 157 Super Boost rear wheel spacing (probably because they already own a 148 Boost wheel or frame), but zoom out and look at what We Are One have implemented with the Arrival's chainline (55mm) - they're paired the wider 157mm spaced hub with the 148mm crankset (168mm Q-factor). By combining these components, they've reduced the angle of the chain when in the lower gears - arguably, the place you spend the most time. Who wouldn't welcome less drivetrain wear? Smart.
Overall, the frame is well thought out with room inside the front triangle for a water bottle and a small fender to protect the linkage from debris. Another worthy mention about the build quality is the high tolerance on the hardware which is apparent when switching the Arrival between rear wheel sizes. All of the threaded components along the frame feed into female chips that can be replaced if damaged, excluding the BB shell.
Geometry & Sizing
![photo]()
We Are One evolved the Arrival 170 to cater to enduro racing, making the wheelbase longer and the head angle slacker than the 150. Those measurements land in the ballpark of what we’d expect; aggressive for bike park speeds but not unwieldy when nose-picking around 180-degree switchbacks.
The headtube sits in what most would consider the slack range at 63.7-degrees while the seat tube rests at a reasonably steep 76.6. When slack head tubes and mega-steep seat angles meet, they can cramp the seated position and put a ton of weight into the handlebars. The Arrival 170 leaves enough space without placing so much weight over the back wheel that you’ll loop out.
Our size large frame stretches to a 472mm reach at the front half and a 447mm chainstay for the rear end. The medium frame uses the same chainstay length, but that grows by just 3mm on the 500mm-reach XL frame. When scoping the vertical measurements though, the 100mm headtube and 20mm BB drop add up to a low stack height of 624mm. A low-rise 20mm bar doesn’t help a forward weight bias, but that’s easy enough to change to suit your style.
Another figure to point out is the seat tube length and dropper post height. The seat tube length measures 445mm, about 15mm longer than a Santa Cruz Nomad. The size large was provided with a 170mm RockShox AXS post which has a bulkier clamp head and therefore a taller stack height than most mechanical droppers, which is something to keep an eye on if you require more clearance in that area.
We Are One evolved the Arrival 170 to cater to enduro racing, making the wheelbase longer and the head angle slacker than the 150. Those measurements land in the ballpark of what we’d expect; aggressive for bike park speeds but not unwieldy when nose-picking around 180-degree switchbacks.
The headtube sits in what most would consider the slack range at 63.7-degrees while the seat tube rests at a reasonably steep 76.6. When slack head tubes and mega-steep seat angles meet, they can cramp the seated position and put a ton of weight into the handlebars. The Arrival 170 leaves enough space without placing so much weight over the back wheel that you’ll loop out.
Our size large frame stretches to a 472mm reach at the front half and a 447mm chainstay for the rear end. The medium frame uses the same chainstay length, but that grows by just 3mm on the 500mm-reach XL frame. When scoping the vertical measurements though, the 100mm headtube and 20mm BB drop add up to a low stack height of 624mm. A low-rise 20mm bar doesn’t help a forward weight bias, but that’s easy enough to change to suit your style.
Another figure to point out is the seat tube length and dropper post height. The seat tube length measures 445mm, about 15mm longer than a Santa Cruz Nomad. The size large was provided with a 170mm RockShox AXS post which has a bulkier clamp head and therefore a taller stack height than most mechanical droppers, which is something to keep an eye on if you require more clearance in that area.
Suspension Design
![We Are One Arrival 170. Photos Max Barron]()
We Are One hasn’t disclosed kinematic graphs, the anti-squat and anti-rise are likely high on this dual-link design due to its resistance against pedal bob and neutral braking characteristic.
On the leverage side, the Arrival 170 uses longer links than the 130 and 152. That calls on a 205x65mm stroke shock. This build came with a RockShox Super Deluxe Coil which was tuned for We Are One. You can also choose the air version of that shock as well as a Fox Float X2.
Off the top, the SuperDeluxe Coil moves with a light action and then quickly ramps up to a firm mid-stroke for support. Overall, the Arrival is quite progressive. Rarely did I hit the end of the travel.
The Arrival 170 uses its own set of links that differ from the 130 and 152 travel models. It also uses a longer 205x65mm stroke shock.
We Are One hasn’t disclosed kinematic graphs, the anti-squat and anti-rise are likely high on this dual-link design due to its resistance against pedal bob and neutral braking characteristic.
On the leverage side, the Arrival 170 uses longer links than the 130 and 152. That calls on a 205x65mm stroke shock. This build came with a RockShox Super Deluxe Coil which was tuned for We Are One. You can also choose the air version of that shock as well as a Fox Float X2.
Off the top, the SuperDeluxe Coil moves with a light action and then quickly ramps up to a firm mid-stroke for support. Overall, the Arrival is quite progressive. Rarely did I hit the end of the travel.
Specifications
![We Are One Arrival 170. Photos Max Barron]()
![We Are One Arrival 170. Photos Max Barron]()
| Specifications | ||
| Release Date | 2023 | |
| Price | $8299 | |
| Travel | 170 | |
| Rear Shock | RockShox Super Deluxe Ultimate Coil | |
| Fork | RockShox ZEB Ultimate 170mm | |
| Headset | Industry Nine ZS44/ZS56 | |
| Cassette | X0 Eagle Transmission | |
| Crankarms | X0 Eagle 170mm | |
| Bottom Bracket | SRAM DUB BSA 73mm | |
| Rear Derailleur | X0 Eagle Transmission | |
| Chain | X0 Eagle Transmission Flattop Chain | |
| Shifter Pods | SRAM AXS Pod Ultimate Controller | |
| Handlebar | We Are One Da Bar 20mm | |
| Stem | We Are One Da Stem 45mm | |
| Grips | ODI SDG Lock-On | |
| Brakes | SRAM Code Ultimate Stealth, w/ 200mm F, 180mm R rotors | |
| Wheelset | We Are One Convergence Triad 30mm | |
| Seat | SDG Bel Air 2.0 | |
| Seatpost | RockShox Reverb AXS 170mm | |
SRAM's T-type derailleur bolts straight to the UDH mount.
Da Bar and Da Stem combine to make Da Package. The Arrival came with a 20mm rise bar and 45mm length stem, but I favored a shorter, higher setup.
Test Bike Setup
For the fork, I’d bounce between 83-86 pai in the 170mm ZEB with the compression clickers nearly in the middle. The HSC was turned one more click open and the LSC one more closed (from their middle position) - rebound would vary with spring rate and trail type, but ten clicks from closed was the norm.
I mentioned the low 20mm-rise bars and opted for a 35mm rise Da Bar. Shortly after, I swapped out the 45mm long stem for a 35mm as I found the steering swung more intuitively for my taste.
Next, I switched the front tire for the MaxxGrip compound of the Maxxis Assegai and installed a Schwalbe Big Betty rear tire with the Soft compound, Super Gravity, since the 27.5" rear wheel supplied for the test didn't include any rubber. Stiffer wheels and more supportive downhill casing tires found their way onto the Arrival to cross-compare along the way too.
Lastly, the 180mm rear rotor was replaced for a 200 to dissipate heat more effectively.
![We Are One Arrival 170. Photos Max Barron]()
Since their launch, there have been some critical misunderstandings surrounding how to set the sag on the Arrival. The 130 and 170 are designed to ride at a typical 30% sag, whereas the 152 travel version rides at a lower 23-25% sag. Two triangles, three rear travel figures, various shock strokes - I can see how confusion could develop, however, We Are One has a detailed shock setup guide on their website. Adding sag gradients to the rocker links might have eliminated that issue.
A 475 lb spring was supplied with the bike, which was much too firm. I settled on a 425 spring, which after one turn of preload on the coil spring sat perfectly at the suggested 30% sag number.
The shock tuning guide mentioned above also includes damper settings, which is always a welcomed starting point. Specifically, they suggest the rebound, high and low-speed compression be placed in the middle positions, while the hydraulic bottom-out should be 75% of the way closed. I didn’t stray far from there throughout testing.
To counteract the slight change in dynamic position that the 27.5” wheel seemed to inflict, I added a half turn of preload, plus an extra click of LSC, depending on the grade of the trail.
A 475 lb spring was supplied with the bike, which was much too firm. I settled on a 425 spring, which after one turn of preload on the coil spring sat perfectly at the suggested 30% sag number.
The shock tuning guide mentioned above also includes damper settings, which is always a welcomed starting point. Specifically, they suggest the rebound, high and low-speed compression be placed in the middle positions, while the hydraulic bottom-out should be 75% of the way closed. I didn’t stray far from there throughout testing.
To counteract the slight change in dynamic position that the 27.5” wheel seemed to inflict, I added a half turn of preload, plus an extra click of LSC, depending on the grade of the trail.
For the fork, I’d bounce between 83-86 pai in the 170mm ZEB with the compression clickers nearly in the middle. The HSC was turned one more click open and the LSC one more closed (from their middle position) - rebound would vary with spring rate and trail type, but ten clicks from closed was the norm.
I mentioned the low 20mm-rise bars and opted for a 35mm rise Da Bar. Shortly after, I swapped out the 45mm long stem for a 35mm as I found the steering swung more intuitively for my taste.
Next, I switched the front tire for the MaxxGrip compound of the Maxxis Assegai and installed a Schwalbe Big Betty rear tire with the Soft compound, Super Gravity, since the 27.5" rear wheel supplied for the test didn't include any rubber. Stiffer wheels and more supportive downhill casing tires found their way onto the Arrival to cross-compare along the way too.
Lastly, the 180mm rear rotor was replaced for a 200 to dissipate heat more effectively.
You could easily be fooled that this Arrival has 170mm of rear wheel travel because it climbs exceptionally well, providing gobs of grip and pedalling efficiency.
Climbing
Let’s get straight to the point, the Arrival 170 is hands down the best climbing long-travel bike I’ve ridden yet. Honestly, I could be fooled on the uphills if you told me it only had 150mm travel. Given that I’ve ridden the 152mm travel version of this bike, is it any better at climbing?
I’d be inclined to say yes. There’s less BB drop, so you gain some crank clearance, the chainstays are longer for more balance, and the increased travel makes for unrivalled traction. Furthermore, the support doesn’t melt away when you hammer down on the pedals.
Spinning up is equally as pleasant thanks to the comfortable seat tube angle that’s neither too relaxed nor too steep. In fact, the Arrival came with me on multiple backcountry days where I’d normally grab a 120mm bike. Its efficiency made me question, why not have the safety of more travel on these types of rides when you’re absolutely bagged by the time you get to the downhill segments?
On those transitions, though, I was drawn back to the dropper post constraints. I’d love an extra 10mm of drop from the Reverb AXS and jostled with the perfect height. On long or heinously steep climbs, I’d need that extra bump up. Conversely, I’d have to lower it back down for descending.
![We Are One Arrival 170. Photos Max Barron]()
Let’s get straight to the point, the Arrival 170 is hands down the best climbing long-travel bike I’ve ridden yet. Honestly, I could be fooled on the uphills if you told me it only had 150mm travel. Given that I’ve ridden the 152mm travel version of this bike, is it any better at climbing?
I’d be inclined to say yes. There’s less BB drop, so you gain some crank clearance, the chainstays are longer for more balance, and the increased travel makes for unrivalled traction. Furthermore, the support doesn’t melt away when you hammer down on the pedals.
Spinning up is equally as pleasant thanks to the comfortable seat tube angle that’s neither too relaxed nor too steep. In fact, the Arrival came with me on multiple backcountry days where I’d normally grab a 120mm bike. Its efficiency made me question, why not have the safety of more travel on these types of rides when you’re absolutely bagged by the time you get to the downhill segments?
On those transitions, though, I was drawn back to the dropper post constraints. I’d love an extra 10mm of drop from the Reverb AXS and jostled with the perfect height. On long or heinously steep climbs, I’d need that extra bump up. Conversely, I’d have to lower it back down for descending.
The Arrival 170 is cut out for enduro racing. It's plenty capable downhill, but isn't as single-minded towards descending as other long-travel bikes that can be cumbersome in flatter terrain.
Descending
By the time you read this, we will have wrapped up the 2023 Enduro Bike Field Test where the Arrival 170 would have gone toe to toe against similarly matched machines. In that test, there was a clear differentiation between enduro “race bikes” and others that we’d never want to put against the clock, yet still felt confident descending on.
Where would the Arrival 170 slot in? After spending a good chunk of the late summer on the stealthy bike, I can confidently say that it’s best suited to enduro racing, and less freeride smashing.
Sure, the travel, angles, and sturdiness are there, but it requires a little more poise and control at high speeds and in steeper zones. A bit of that comes down to the suspension. The light action tracks and carries speed across stutter bumps incredibly well, however, the early progression requires a strong rider to time compressions precisely on steep, chunky trails. On occasion, I’d experience an unexpected “spike” as if I’d bottomed out, particularly when on the brakes.
I bet with a tiny bit more BB drop, the high-speed stability would become more predictable. The sense of standing “on the bike”, as opposed to “in the bike”, comes back around. It doesn’t always appear to settle in.
Basically, the Arrival will do the work but you can’t casually hang on - you have to work for it. There’s a trend amongst the We Are One’s bikes because we hinted at similar findings on the 152.
Switching between 27.5 and 29” rear wheel sizes presented a phenomenon that I’ve noticed with other bikes that are convertible, like the Giant Reign. In the MX setup, the bike rode lower and slacker, although on paper, the geometry is preserved. The sensation is backed by the fact that the position of the handlebar appeared to be rolled further back than before.
The 447mm chainstay made the most sense with the smaller wheel too, finding a balance of sportiness and cornering stability. Either way and as expected, I could ride more aggressively with the smaller wheel behind me.
Given the flip-flopping back and forth between wheel sizes and throwing other shocks on there, I was highly impressed with the craftsmanship of the frame - creaks and groans from re-mounted hardware were never a worry. Aside from the foam tubing slipping slightly and leading to a minor cable rattle, the Arrival 170 is incredibly quiet all around.
![We Are One Arrival 170. Photos Max Barron]()
By the time you read this, we will have wrapped up the 2023 Enduro Bike Field Test where the Arrival 170 would have gone toe to toe against similarly matched machines. In that test, there was a clear differentiation between enduro “race bikes” and others that we’d never want to put against the clock, yet still felt confident descending on.
Where would the Arrival 170 slot in? After spending a good chunk of the late summer on the stealthy bike, I can confidently say that it’s best suited to enduro racing, and less freeride smashing.
Sure, the travel, angles, and sturdiness are there, but it requires a little more poise and control at high speeds and in steeper zones. A bit of that comes down to the suspension. The light action tracks and carries speed across stutter bumps incredibly well, however, the early progression requires a strong rider to time compressions precisely on steep, chunky trails. On occasion, I’d experience an unexpected “spike” as if I’d bottomed out, particularly when on the brakes.
I bet with a tiny bit more BB drop, the high-speed stability would become more predictable. The sense of standing “on the bike”, as opposed to “in the bike”, comes back around. It doesn’t always appear to settle in.
Basically, the Arrival will do the work but you can’t casually hang on - you have to work for it. There’s a trend amongst the We Are One’s bikes because we hinted at similar findings on the 152.
Switching between 27.5 and 29” rear wheel sizes presented a phenomenon that I’ve noticed with other bikes that are convertible, like the Giant Reign. In the MX setup, the bike rode lower and slacker, although on paper, the geometry is preserved. The sensation is backed by the fact that the position of the handlebar appeared to be rolled further back than before.
The 447mm chainstay made the most sense with the smaller wheel too, finding a balance of sportiness and cornering stability. Either way and as expected, I could ride more aggressively with the smaller wheel behind me.
Given the flip-flopping back and forth between wheel sizes and throwing other shocks on there, I was highly impressed with the craftsmanship of the frame - creaks and groans from re-mounted hardware were never a worry. Aside from the foam tubing slipping slightly and leading to a minor cable rattle, the Arrival 170 is incredibly quiet all around.
We Are One Convergence Triad 30mm internal width rims are said to be 33% stronger and 18% more damped than their previous generations of carbon hoops. No complaints here.
Technical Report
We Are One Convergence Rims: We often hear about riders favoring aluminum wheels over carbon for their compliance. The Convergence rims are the third-generation of carbon hoops that We Are One has manufactured. Their unique shape allows the nipple to optimally align with the angle at which the spoke enters the hubs. 28 spokes are used up front and 32 out back, regardless of the rear wheel size. They were anything but harsh and stood up impeccably, barely needing the turn of a spoke key.
SRAM X0 Transmission: All of our tech editors are well-versed on the Transmission drivetrains by now and agree that the shifting is SRAM’s best work yet. However, I’ve had to re-position and re-torque the direct mount T-type derailleur more than once. This component requires a high torque to hold it in place; 35Nm to be exact. An extra tug on the torque wrench was needed for it to stay put.
RockShox Super Deluxe Coil: RockShox has come a long way with their new generation of shocks, winning the 2022 Pinkbike Suspension Product of the Year award with the Super Deluxe Coil. Dollar for dollar, the features built into the shock, such as the hydraulic bottom-out, are unrivaled. This tune in particular brings outstanding suppleness and control to the Arrival.
We Are One Convergence Rims: We often hear about riders favoring aluminum wheels over carbon for their compliance. The Convergence rims are the third-generation of carbon hoops that We Are One has manufactured. Their unique shape allows the nipple to optimally align with the angle at which the spoke enters the hubs. 28 spokes are used up front and 32 out back, regardless of the rear wheel size. They were anything but harsh and stood up impeccably, barely needing the turn of a spoke key.
SRAM X0 Transmission: All of our tech editors are well-versed on the Transmission drivetrains by now and agree that the shifting is SRAM’s best work yet. However, I’ve had to re-position and re-torque the direct mount T-type derailleur more than once. This component requires a high torque to hold it in place; 35Nm to be exact. An extra tug on the torque wrench was needed for it to stay put.
RockShox Super Deluxe Coil: RockShox has come a long way with their new generation of shocks, winning the 2022 Pinkbike Suspension Product of the Year award with the Super Deluxe Coil. Dollar for dollar, the features built into the shock, such as the hydraulic bottom-out, are unrivaled. This tune in particular brings outstanding suppleness and control to the Arrival.
Which Model is the Best Value?
If you’re looking at a We Are One Arrival, you probably didn’t stumble across it by mistake and were already aware of the high cost, but this isn’t one of umpteen thousand catalogue carbon frames pumped out of a factory overseas. The dollar figure is high, but so too is the component level and frame quality - those are hard to beat.
Adding to its value is how adaptable the Arrival can be. The two triangles serve as a multi-bike platform (as discussed in the Frame Details section above) - the 170 can even tout a 190mm dual crown fork. Similarly, the 152 accepts up to a 170mm fork. Between the link kits and rear wheel changes, there are a ton of options.
This complete Arrival 170 SRAM X0 AXS Transmission build that I tested has sold out, but a GX AXS kit rings in at $7,599 CND / $5,919 USD.
If you back up a bit and strip it down to the frame, an Arrival 170 frameset checks out at $5,499 CAD / $4,299 USD with the Super Deluxe Coil shock. That’s basically the same price as a Santa Cruz Nomad, without a shock. Factor in that the Arrival is made in North America and the value is impressive, if you’re looking at premium bikes.
According to We Are One, they’ll continue to build limited edition runs of Arrival UDH MX frames.
![We Are One Arrival 170. Photos Max Barron]()
![Santa Cruz Nomad V6 review]()
If you’re looking at a We Are One Arrival, you probably didn’t stumble across it by mistake and were already aware of the high cost, but this isn’t one of umpteen thousand catalogue carbon frames pumped out of a factory overseas. The dollar figure is high, but so too is the component level and frame quality - those are hard to beat.
Adding to its value is how adaptable the Arrival can be. The two triangles serve as a multi-bike platform (as discussed in the Frame Details section above) - the 170 can even tout a 190mm dual crown fork. Similarly, the 152 accepts up to a 170mm fork. Between the link kits and rear wheel changes, there are a ton of options.
This complete Arrival 170 SRAM X0 AXS Transmission build that I tested has sold out, but a GX AXS kit rings in at $7,599 CND / $5,919 USD.
If you back up a bit and strip it down to the frame, an Arrival 170 frameset checks out at $5,499 CAD / $4,299 USD with the Super Deluxe Coil shock. That’s basically the same price as a Santa Cruz Nomad, without a shock. Factor in that the Arrival is made in North America and the value is impressive, if you’re looking at premium bikes.
According to We Are One, they’ll continue to build limited edition runs of Arrival UDH MX frames.
We Are One Arrival 170 UDH MX
Santa Cruz Nomad
How Does It Compare?
During Shock Week, I spent plenty of time riding the Whistler bike park on the Nomad. Santa Cruz’s long-travel mixed-wheeled bike has what I’d consider near-perfect geometry that’s worthy of freeride antics, yet still excels as an enduro race bike.
At a later date, I took the Arrival in the park as well. Sailing over jump trails, I never felt as surefooted. You have to ride the Arrival with more focus, whereas on the Nomad, you can get away with pointing it in the right direction and holding on.
Numbers-wise, the head angle, reach, and wheelbases are virtually identical to the Arrival 170. The major difference comes from the BB drop and stack height. 10mm doesn’t sound like a lot but it does bring a secure nature to the Nomad when pointed downhill.
For 170mm travel bikes, they’re both alive at low speed, however, the Arrival wins out when it comes to generating speed by pumping through the trail and its astute climbing abilities.
As for the technical features of these bikes, each frame has a few aces up its sleeve. The Nomad offers in-frame storage. On the Arrival, there aren’t even accessory mounts under the top tube. Tools and such are left to be strapped to the outside of the frame.
Then there are the flip-chips. Like most Santa Cruz bikes, the Nomad has a small adjustment to tweak the angles and BB height minutely on the lower link. Over on the Arrival, the toggling seatstay pivot restores the fixed geometry when switching between rear wheel sizes.
As for the frame quality and workmanship, both brands build sturdy, durable bikes with lifetime warranties.
![We Are One Arrival 170. Photos Max Barron]()
During Shock Week, I spent plenty of time riding the Whistler bike park on the Nomad. Santa Cruz’s long-travel mixed-wheeled bike has what I’d consider near-perfect geometry that’s worthy of freeride antics, yet still excels as an enduro race bike.
At a later date, I took the Arrival in the park as well. Sailing over jump trails, I never felt as surefooted. You have to ride the Arrival with more focus, whereas on the Nomad, you can get away with pointing it in the right direction and holding on.
Numbers-wise, the head angle, reach, and wheelbases are virtually identical to the Arrival 170. The major difference comes from the BB drop and stack height. 10mm doesn’t sound like a lot but it does bring a secure nature to the Nomad when pointed downhill.
For 170mm travel bikes, they’re both alive at low speed, however, the Arrival wins out when it comes to generating speed by pumping through the trail and its astute climbing abilities.
As for the technical features of these bikes, each frame has a few aces up its sleeve. The Nomad offers in-frame storage. On the Arrival, there aren’t even accessory mounts under the top tube. Tools and such are left to be strapped to the outside of the frame.
Then there are the flip-chips. Like most Santa Cruz bikes, the Nomad has a small adjustment to tweak the angles and BB height minutely on the lower link. Over on the Arrival, the toggling seatstay pivot restores the fixed geometry when switching between rear wheel sizes.
As for the frame quality and workmanship, both brands build sturdy, durable bikes with lifetime warranties.
Up, down, all around - it's hard to find a more versatile 170mm travel bike. Yes we love it, but a couple small quirks do exist.
Pros
+ Frame craftsmanship is on par with (or above) premium brands
+ Light on its feet for a 170mm-travel bike
+ Small bump sensitivity equates to impressive traction up and downhill
+ Incredibly versatile across a variety of terrain making it a killer enduro race bike
Cons
- Requires more focus to descend steep, rough tracks compared to other “smashy” enduro bikes
- Suspension can firm up unexpectedly when deeper in the travel
- Three frame sizes limit riders at either end of the height spectrum
Pinkbike's Take
| Someone recently asked me, "Are there any bikes you actually like?", possibly poking fun at my highly-critical nature. Of course those exist. It's impossible to create a bike that perfectly suits all aspects of riding, but if you're looking for a long-travel bike that has nearly all corners covered, the Arrival 170 is one of my top picks. |
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The median wage in BC is about $35/hr.
And now the esteemed Mr Beer had to go and write this review. Matt, you son of a bitch, you may have just made me liar.
PS Any one want to buy an Arrival 152 2021. We are one's best enduro climber, I promise
If I roughly compare it against a bike w/ the same geo, except for a 465mm reach and 115mm head tube, the "effective" reach is similar to the Large Arrival reach.
Most bikes I know and am therefore interested in won't reach your preferences. If they do, they are the smallest frame.
A one up 210mm and a set of hayes or trp evo brakes is what any "premium" kitted bike deserves.
@WeAreOne can you clarify the seat tube lengths?
www.weareonecomposites.com/en-us/products/arrival-170
Is there a different place for the MX? It's the same front triangle so I'd be surprised if there were a difference.
AFAIK it is the same front triangle for all of their bikes so Im not sure how they get a 20mm difference unless there was a running change to free up more space?
@WeAreOne - can you please explain the discrepancy between insertion depth and let us know which is correct?
-Brake line routing under the bb. I’ve had lines sheared from rocks, plenty of friends have as well.
-Non guided internal routing. On a bike this pricey it should be.
-Interrupted and long seat tube limits dropper insertion for us #shortkings.
I want to love this bike, i just couldn’t buy it on those reasons no matter how well it rides unfortunately.
Everyone I know that rides Cura swears by them, have yet to see then on a stock build. Bike came with Guide, G2 or DB8? Cura 2 piston swap immediately.
I am not saying I wouldn't swap to a 200 mm AXS Reverb, should Rockshox release one, but the dropper difference doesn't stop me riding anything that my brain isn't already already yelling "WTF" at me anyway.
The price difference I have to totally agree with but if I wasn't running an AXS Reverb I would be using a 9point8 Fall line due to low pressure and ease of home rebuild (in addition to reliability, performance and cold weather performance).
I guess at the end of the day, being such a critical parameter for a lot of buyers, I'm not sure why it has to be a mystery. Not something I'd want to be figuring out after the fact either way.
The dropper insertion is one of a handful of numbers that I frame shop based on so I share your frustration. If you don't have someone to tell you "I can slam this dropper to the collar on this size frame" it's best to just err on the side of caution.
Shoutout to NSMB bringing the 'hidden menu' Arrival 140 to the attention of the masses, ie 130 configuration with the shock stroke of the 152, and a bigger fork (up to 160mm). There's been quite some positive reviews from users, this is another solid option for this already incredibly versatile bike.
That review has seen some discussion on the WAO Facebook page as it doesn’t quite align with our experiences.
This is an analysis done from an image grab and plotting the pivot points, so accuracy is lacking, but Andre at Linkage Blogspot shares what the rate curve for the WR1 Arrival 152 looks like: linkagedesign.blogspot.com/2022/03/we-are-one-arrival-2022.html
The 170 can't deviate too much from this as the FT pivots can't move locations so the curve shape is likely similar. The sensitivity at the start can be explained by the low starting rate. The increased and reportedly firm mid-stroke support comes from the fact that progression rises sharply to the sag point and in the active travel zone, say from 20-70% travel. This is consistent with comments of not being able to sit in the travel as much. Rate curves that rise sharply and then fall off on longer travel bikes tend to contribute to the feeling of "too much support".
The 27.5 rear wheel swap likely has some small geo effects but more so the rate curve gets translated to a less supportive, more linear shape.
Again, take all this with a grain of salt because WR1 hasn't provided any accurate kinematics for proper analysis. Also lots of other small effects on the suspension characterization and dissection can be discussed but that's too much to write about here and kind of pointless without any actual data.
www.bikechecker.com
It should be tech editors/reviewers providing this information, then they could standardize the output ie a certain reach range, the same cogs for antisquat and pedal kickback, the same estimated CoG. There are many variables and when left to the brands they give a bunch of stuff that can't be directly compared.
This would be a really nice way for a bicycle review website to distinguish itself.
... It's the accessories not the bike
Combining existing standards (supperboost hub, boost BB/crankset) gets around this oversight and improves the chain line where it matters to more people
No one wants a new standard. But if I am going to accept one, it is when I am buying a new bike. And there is little argument to be made that Super Boost does offer some material benefits.
You would throw this bike off your list because it means a new rear hub for your wheelset?
Then again, I don't change wheel sets..ever. I build one up for the given bike, and I absolutely stay on top of truing, tensioning and changing rims when things get beat up. I can see that if you have multiple wheelsets, and you want to swap them around regularly, it would be a pain to buy/build multiple new hubs.
Porsche doesn't sell just frame+bodies to my knowledge, which I imagine many are looking for in frames like this.
If its good enough, one could find a way. The stack is a bit low, so you could always use a very short stem + spacers under the bar + a bit of bar roll to make the 497 work. But the sizing jump will leave some folks with some compromises.
The price for this build, especially from a true boutique provider, is great. $8.3k for this build kit is downright cheap compared to other brands that manufacture offshores - premium wheels, frame, drivetrain, suspension, and general kit.
The aesthetics are awesome. Minimal branding, letting the futuristic "stealth fighter jet" angles speak for themselves!
Coming in at 32.2 lbs. with a coil shock is superb for a 170/170 bike - especially when combined with the climbing abilities described above said a coil (!)
If they offered the reach numbers I need, this would be a no brainer at the top of my list for possible next bikes.
I said all of that.
Given that the XL Arrivals stack height is 10-20mm lower than most other bikes, you're dang close to your ideal reach number. I'm 6'1" barefoot, and the XL is definitely the one I'd be looking at from a sizing perspective.
Personally, more noteworthy than reach, is the stack height, which seems low for an XL size. I keep a giant list of bikes geo around, and I just did a check for kicks.
Out of 53 bikes in the list (yes, I'm a huge nerd), here are some of the more interesting comparisons in terms of stack height: Spoiler, none were shorter, even the downcountry bikes.
Ibis Ripley AF: 631mm
Transition Spur XL: 632mm
Rocky Mountain Element XL: 633mm
YT Izzo: 635mm
Transition Spire: 637mm
Specialized Enduro: 638mm
Ibis Ripmo: 642mm
Rocky Mountain Altitude: 652
Santa Cruz Megatower: 658mm
Raaw Madonna V3: 677mm
Average (of the full list, not just the selection above): 644mm
The Arrivals stack height is 17mm less than the average XL, and a full 50mm shorter than the Raaw Madonna V3 XL.
Something to think about for the taller folks at least (most taller guys I know have a fair number of stem spacers, and ~30mm riser bars or so at least).
What is your effective reach ie the distance from the centre of the seat post (on the saddle at full pedal height) to the centre of the handle bar at the stem?
This is the measurement that allows comparison for seated pedalling between frames/ models.
Mine is 73.5 cm as a 189 cm tall rider (6'2.5" in American).
So an XL Arrival 170 with a saddle height of 795 mm (from the centre of the crank - 170 mm) to the centre of a 45 mm reach Chromag Riza stem is 73.5 cm. For reference to the stack I am running 40 mm of spacers under a 38 mm stack stem and using a 45 mm rise SQ-Lab carbon bar.
Exactly the same distance as my XL Norco Sight with a 40 mm 9point8 stem thanks to the slightly slacker STA. Obviously only running 20 mm of spacers under the stem due to the longer head tube (120 mm).
And being centred when standing is a function of front centre to rear centre balance and proper set up.
I 'test' rode a Large Arrival (around a driveway as I knew it was going to be too cramped immediately) and there was no way I was going to enjoy pedalling it.
Do I think that the Arrival is perfect? No but I am a picky bastard. It is also my job to look at how things could be better on bikes and components.
1. It should come with plugs for the cable/ hose ports that an AXS user is not going to need. Apparently RC Li-Polymer safety plugs are the perfect fit but it would be easier for WAO to buy a bulk order of them from some RC supplier and then provide a handful with each frame than it is for me to find an RC Supply shop that actually stocks them.
2. The rear brake hose should never run under the bottom bracket but it hasn't been an issue in 800 km of fairly debris intensive riding.
3. The bottom bracket hatch should also come in an AXS version so I don't have to ghetto 3M 2228 tape to close the RD cable port I am never going to use. That said the BB is enclosed in a carbon tube so water ingress from the hatch cover or frame is not going to be an issue.
4. The XL frame (and possibly the Large) should have the 200 mm brake adaptor as standard or 'on order' option but I get that it is easier to add a PM +20/23 for most people than have to find a 180 mm adaptor if one is more slightly built. As Matt indicated there is some science to running the same size rear rotor for better heat dissipation as even the best brakers tend to drag the rear brake a little.
5. The top tube could be 20 mm higher and the standover would still be amazing but it would allow for a 120 mm head tube on the XL, which would mean better steerer support, and a more useful amount of room inside the front triangle for the water bottle and an accessory mount (it is really tight for a standard bottle) for the emergency pouch.
Am I going to swap it for anything else? Heck no. It is the best riding frame/ bike I have ever had and it is awesome.
So good that I went and bought the Arrival 130 as my 'short' bike.
I've explained this elsewhere, but here goes: for the purposes of trail/enduro riding, I have an absolute pedaling position that I prefer (and paid to have analyzed by bike fitters). Assuming I am using the same crank arm length and pedals on each bike, this always puts my saddle position and hips in the exact same place relative to the BB. Therefore, reach is an indicator of how long a bike will feel when I am both seated and standing. For each 1mm that reach grows from the BB, that will be +1mm of effective reach since my saddle position is 100% related to BB position.
But STA does not affect anything, so long as I can use fore/aft movement on the saddle rails to get that saddle where it needs to be, which will ALWAYS be related to the bottom bracket. This is because, mechanically speaking, there is an optimal pedaling position for a given type of riding - and it does not change so long as crank length and pedals/shoes remain the same.
Therefore, reach is a perfect, 1-to-1 indicator (along with how reach will be impacted by spacers/bar rise as a function of stack) of length of bike feeling. Because I am always getting my saddle in the same spot relative to BB.
I own a (2024 SP1) with upgraded Push 11.6 coil shock & Trickstuff Maxima Brakes
- Nicest looking bike out there.. hands down
- It rides incredible in the bike park
- The craftsmanship and detail presented with the raw carbon weave is spectacular
- The company is awesome to deal with... Customer service is a 10
- The quality of all their products is top notch and are worth every dollar
Wishing WeAreOne HUGE success for years to come!
You deserve it!
Cheers
jealous actually... is an incredible set up. What are you running out front?
There's lots of hidden details that you wouldn't even notice if you purchase and don't built it up.
- The cleanliness and tolerances are amazing. Look inside the frame tubes and there's no messy resin, loose fibres or anything like that. It's super neat and tidy.
- The bolt tolerances are rather tight, so the point where when you insert / remove something you are taken aback at how nice it feels (geeky stuff).
- Whilst it uses 157 super boost, you need to check the frame details. The rear axle uses flush mount on both sides, so the recieving and insertion end don't go any wider than the frame
- The inbuilt protection and shock cover are great
- Routing the cables when building it is a stressful exercise and something I dare not wish to repeat, but I got there
- For those looking at reach numbers, look at seated reach numbers (you need CAD or similar to start comparing), and also think about bar ride, stem length etc. The obsession over a specific reach can be sorted through some set-up whilst seated (seat position etc) as well as standing (stem length and rise).
- The bike is super efficient when pedalling. I came off an Ibis Ripmo AF which is a very good pedalling bike, then demoed the Arrival 170, then bought the 152.
- It picks up speed. Put it through some corners and it feels like it wants to just push you out of them. It's amazing how it seems to just accelerate
- The cornering and handling through corners I've been really impressed with. Whilst previoulsy I sometimes tended to wash (I'll blame technique), this has much more confidence in the front end and tracking. Perhaps more neutral, allows me to move around more, but it's amazing.
I too wish We Are One all the best. It's a brilliant bike. I don't think you need to be a super hero to ride the thing by any means. It's fun and super poppy to ride. Drop the heels and have a hoot. It rips, super happy with the purchase.
Kinda happy that I’m not the only one
While I'm complaining about the geo on this bike, the stack height is way low for a 170mm bike. This ain't no cross country bike. Don't make me ride with both a ton of spacers and hi rise bar.
Hear me out…this bike is pure sex in its natural state. Raw unpainted, hand laid, carbon fibre. Chamfered edges, this thing is quite literally a stealth fighter jet or an F1 car. The continuous lines from top tube to chain stay, the symmetry in the cock pit looking down. Hand made in house components and machined bits, the simplicity of da bar and stem, the convergence wheels, the molded rear fender. Forget the geo, sizing, kinematics, blah blah blah, It’s all made in Kamloops BC- This thing is farm fresh, certified organic. AAA Grade.
Have you ever seen one in person ?
Name a better looking bike, I double dog dare you.
But for taller folks that stack height on the XL is worryingly low. That’s like 40mm lower than the size LARGE Raaw Madonna V3. I know riser bars are a thing, but once you get over 40-50mm range the options drop quite a bit.
My bike has 650mm of stack, and 38mm riser bars on iir for reference.
I mentioned that I’m currently running 76mm rise Protapers on a XL Meta 29 (130mm head tube) with 15mm spacers under the stem. Wakey wakey bike industry, we want longer head tubes!
tinyurl.com/sexme89
Maybe some day I'll need a new bike.
In the past few years, when geo numbers look like this from other brands, it's been described more negatively. We were pretty much at a point where when I saw a new bike's geo chart I would know what PB was going to say. Makes ya wonder why certain brands are seen more positively than others. On the other hand, it's nice to something get some love that doesn't have a 90º STA, 60º HTA, and a 1000mm reach.
I traded in a Stumpjumper in S6 to get the Nomad and even the Stumpy in 6 didn't' get me to this fit, this heaven that I have been waiting for for an eternity. Do I miss the smaller bike on my local trails where the Nomad is supposed to be too much bike, not for a second. If I were much younger, much more skilled maybe I would want a short travel bike and I'm guessing that 90% of the riders out there given the chance to ride one of these newer long travel bikes would not prefer a short travel bike if they're riding anything that isn't just smooth and boring. Since I started MTB, ten years ago the game has changed drastically, the riding position, (enduro/moto?) is so different, requires a different design of bike, finally we're getting to what makes sense.
tinyurl.com/sexme89
tinyurl.com/sexme89
www.theinsideline.ca/rockshox-metric-coil-black.html?id=94980281&quantity=1
thelostco.com/products/rockshox-metric-coil-spring?variant=42786319007942
Had a 450-500 switchable spring and it changed the sag only by 2-3%
what I mean is that not all spring are exactly what they are claimed in terms of LBS
I mean... maybe for someone riding light springs this should be a lot, but for heavy riders I don't fill like it makes THAT difference
PS: glad you got one! hope it is up to your expectations!
tinyurl.com/sexme89
Fox suggests that my fork should be equipped with ~100 PSI for a rider of my weight. I've found I am quite happy with it at 88, and even the low 90's is way too stiff for me.
I was riding Whistler a few years ago with a former motocross racer. We were talking about suspension and I remember being blown away at how stiff he was running his fork. Turns out, when you are racing top-to-bottom at mach speed, you're multiplying the force your weight drives into your fork and the need for an ultra stiff spring to match.
Nothing like an $8k bike riding around at the same spring rate set by they shop during the build up.
That said, while I am not racer-fast, I am assuredly pretty quick. I generally like my suspension a bit on the plush -but-fast side of things.
Pretty good shopping!
Not that I have any interest in buying one but I think Sport Systems is a SC dealer.
It doesn't have anything to do with the head angle, it has to do with reach. Shorter reach and mega-steep seat angles make for short effective top tube. It doesn't matter what the head angle is, unless you're specifying that wheel base and rear center is fixed and only seat tube and head angle change, but reach will also change in that case. And since reach is usually much more of a driving factor than wheelbase, it makes more sense to compare by reach (as most sizing does) and thus this comparison of ETT and head tube angle does not make sense.
"Appeared"? Why didn't you measure it? Check the angle of the controls in each setting.
Could also have a lot to do with chosen wheels and tires. Same rim width? Same tire, brand, tread, casing, size, and pressure?
Maybe then you shouldn't haver decreased the sag with that extra half-turn of preload:
"To counteract the slight change in dynamic position that the 27.5” wheel seemed to inflict, I added a half turn of preload"
Sounds like you intentionally raised the BB a bit, then complained that the BB needs a tiny bit more drop. Which is it?
tinyurl.com/sexme89
tinyurl.com/sexme89
youtu.be/HkCEXrlfJ4E?si=dgWDm-BKQrW6bhcb
tinyurl.com/sexme89
yay
It's a great looking bike, and it bet it rides just as well as any other top tier enduro race bike, no better, no worse. Design choices at the race caliber come with trade-offs. The pros and cons list are similar to the Fezzari La Sal that was in the shootout last year.
Bikes like this, and the whole enduro charade, is what is pushing thousands of people to embrace e-MTB. Climbing with bikes lie this kills you unless you are VERY fit.
Look, I am not going to set any uphill KOMs, but I typically throw on a podcast and spin for an hour to get to the top of the descents. I typically take 3-5 minutes at the top to tighten my pads and get ready for the descent, and I never feel tired to the point where I don't want to give my 100% for the race back down the mountain.
I would venture a guess that a bike like the Arrival, which is fully 5 lbs. lighter and has a linkage that would offer better climbing manners than my horst bike, is going to be a solid climber.
People are flocking to e-bikes because they simply make climbing much, much easier, and they might allow you to get radically more miles per time available to ride. And I get it - climbing is the painful part, regardless of your fitness.
The meat of the market is "trail bikes" that do all the things an average rider needs. Laziness is what sells eebs.