Article from Pinkbike.com, not me
I've heard it said that a review can't break a brand, but it can make one. If that's true of any company, it's Starling Cycles. In 2016, the company consisted of Joe McEwan, a former aerospace composites engineer who was making a few steel bikes in his garden shed. Then a gushing review of the Starling Murmur by Steve Jones in Dirt was like jet fuel on a fire.
Now they have twelve different models, everything from hardtails to downhill bikes, and they make hundreds of frames a year. Most of them are still built in Bristol, just in a much bigger shed.
The Spur shares the steel construction, unique hand-made details and single-pivot suspension with the Murmur, which we've already reviewed (twice) but is deliberately more of a niche product.
Starling Spur Details
• Intended use: "Double-black laps and Alpine seasons"
• Effigear 9-speed gearbox, 440% range
• 170mm travel front & rear
• Mullet or 29" wheels
• Hand-built in Bristol, UK, using Reynolds steel tubes
• 63-degree head angle, 77-degree effective seat angle (approx.)
• Adjustable geometry
• Weight: 18.1 kg / 40 lb (XL, with Cushcore)
• Sizes: M, L, XL (tested)
• Price: £3,330 (frame only, no shock)
• starlingcycles.com
Starling describes the Spur as "the bike for big-terrain enduro racing, double-black bike park laps and hassle-free seasons in the mountains." It combines 170 mm of suspension travel with 29" wheels, super stable geometry and the unparalleled reliability of a gearbox, which also shifts weight off the rear wheel so the suspension can (in theory) react faster.
While this test has confirmed what we've learned in the past - that gearboxes aren't for everyone - the Spur's unashamed bias towards descending performance makes it among the best use cases for a derailleur-free drivetrain. It's aimed at those who emphatically prioritise descending over climbing and probably aren't gaining all their altitude under their own steam. But how bad is it really when pointed uphill and is it worth it on the descents? Let's find out.
Frame Features
I must point out right at the top that the bike I tested is a prototype. Although the production bike should be much the same to ride, there are a few cosmetic differences to be aware of, including:
• The top tube is positioned lower down the seat tube on production XL bikes. According to Starling, "This gives a better aesthetic but does require a small brace connecting the TT and ST."
• The cable routing has changed. It is now on the top of the down tube.
• The head tube is now thicker. "We've had a couple of them flare," Joe from Starling explains.
• The adjustable front shock mount is "much more refined" with more geometry options.
One other piece of housekeeping is to mention that Starling can do custom frames. For example, Joe told me he's working on a custom Spur for a customer in France with 200 mm of travel front and rear. That sounds like an absolute beast!
That gearbox
The gearbox isn't just bolted on like a derailleur; it's the heart of the frame. The Effigear box is cradled by and bolts onto the mainframe at three points, while the swingarm pivot is mounted directly to the machined stubs on either side of the gearbox - it's part of the structure of the frame. This Effigear system differs from the more common Pinion gearbox in that the output sprocket is small, and is located high above (not concentric to) the bottom bracket. The main pivot is concentric with this sprocket, so there's no chain growth (the rear axle is the same distance from the output sprocket throughout the suspension travel). This does away with the need for a separate chain tensioner, like the one pictured below on the right.
