Starling Cycles’ latest bike, the MegaMurmur, is one that defies convention and sticks a middle finger to the whole ‘stiffer and lighter equals better’ mindset. The sheer simplicity of its beautifully assembled steel/chromoly frame and single-pivot design results in a unique ride that relishes speed and inspires the utmost confidence. In this build, it is a weighty chap but once pointed downhill, it’s an absolute riot.
- Enduro mountain biking - everything you need to know
- Cotic FlareMAX Gen 4 review
- Five things that weren't cool - until enduro happened
Starling Mega Murmur - Technical details
The MegaMurmur has come from Starling’s desire to add a bigger travelled mountain bike to its range that’ll also offer a more balanced ride to taller riders and both of these aims have been met through one thing - a longer chainstay. Moving the rear wheel further from the bike’s bottom bracket ensures enough clearance for the MegaMurmur’s 165mm of suspension when it's fully compressed, so the tyre won’t come into contact with the seat tube whilst getting proper rowdy.
Shifting the rear wheel further out back also creates a more balanced and better-centred bike, which should be appreciated by the vertically blessed or those with a penchant for going really bloody fast.
That new UK-made 455mm chromoly swingarm is bolted to the very same Bristol-made, Reynolds 853 steel front triangle found on the standard Murmur, hence its moniker. Because of that, this bike gets a very similar geometry, featuring a 64.1-degree head tube angle, a 77.2-degree seat tube, and a 485mm reach on this large frame. It’s just that chainstay that gets stretched by a full 10mm to 455mm.
Being the latest bike to grace Starling’s line-up, the bike benefits from all of the goodness we saw when the brand announced its V3 updates, so those include an anti-flare head tube, an aluminium insert in the seat tube to keep seat posts from binding and adjustable suspension travel.
Starling's method of suspension travel adjustment comes from a clever, and rather good-looking but simple mount found on the downtube. If I rider wanted to put the MegaMurmur into ‘Trail’ mode, they’ll bolt a shorter 210x55mm shock into the lower position of that downtube mount. This results in a reduction in suspension travel to 140mm. Pairing this with a 140mm fork would complete the setup and would steepen the geometry by just over a degree, in fact.
The MegaMurmur can be bought in either ‘Enduro’ or ‘Trail’ modes with the former being what we tested, coming with the aforementioned 165mm of squish at the rear delivered by a 230 x 65mm shock and 170mm at the front. Oh, and the bike rolls on 29-inch wheels only.
Elsewhere and in line with the V3 updates, there’s a new asymmetric headtube gusset to improve the bike’s look and the main pivot has been moved to the swing arm to offer a wider interface, compared to previous builds.
With its simple aesthetic, comes fuss-free features, including external cable routing that makes for easy brake and gear fettling. On all frame sizes, there’s a bottle mount hidden underneath the top tube.
Speaking of sizes, the MegaMurmur is available in sizes Large up to XXL. While this range is comparatively slim Starling has a rather good reason to back this up, citing the longer chainstay doesn’t result in the desired ride quality when paired with shorter front centres.
Around the frame there are loads of neat little touches that make this UK-made bike feel that extra bit special. Gussets behind the headtube serve not only as beautiful trinkets, but they act as handy cable guides to keep things tidy. There’s a numbered stainless steel dropper post port on the seat tube, and there’s a very cool-looking reinforcement on the swing arm that wraps it around the seat tube, all of which have become little hallmarks of Starling’s frames.
In Starling’s signature no-fuss style, this bike, as with all of the brand’s bikes, revolves around a single pivot suspension layout which is designed to deliver its travel in a linear fashion. So rather than requiring more force to move through its travel, like that of a progressive kinematic, the MegaMurmur doesn’t. Instead, the force stays level, or linear, as the rear suspension actuates.
The aim of this is to improve rear-end grip and comfort. And of course, as there’s only one pivot in the whole of the bike’s suspension layout, there are only two bearings to change when the time comes.
Starling Mega Murmur - Build and components
Compared to most bike brands out there, Starling doesn’t exactly spec its bikes. Instead, it offers customers the opportunity to dip into the brand’s stock to build up a bike exactly how they like. Starling can build a customer’s MegaMurmur using components from Ohlins, Hope, EXT, RockShox, Cane Creek, Magura, BikeYoke, Michelin, Funn and Middleburn parts. Of course, what you pick would affect its price.
Our test bike has been optioned with quite a fancy build kit that’s been chosen to highlight its downhill ability. So its suspension is supplied by Ohlins with an RXF36M.2 coil fork which is combined with the brand’s TTXM.2 coil shock.
The drivetrain comes from Shimano with a mish-mash of SLX and XT components in order to combine performance with a lower cost. The crank comes in the form of the very unique-looking, Middleburn crankset.
Braking is delivered by a pair of Magura MT7s with 200mm rotors at either end and there’s a 185mm BikeYoke dropper post. However, part of the beauty of MegaMurmur’s simplicity is that longer droppers can easily be fitted into its straight and uninterrupted seat tube.
Funn handles the finishing kit with a Funn Black Ace 785mm handlebar, the Equalizer stem and the Skinny saddle.
The wheels on this build aren’t available through Starling but the Michelin Wild Enduro Racing Line tyres are, as are the CushCore tyre inserts.
All of this makes for a bike that is rather hefty, weighing in a hair over 17kg but that is partially down to its coil suspension and tyre inserts.
What’s cool about Starling’s bikes is that they’re made to order which allows for a choice of colours, offering customers to choose the colour of the front and rear ends separately. Some colours do up the price but it’s great to have the option nonetheless.
This build comes in at approximately £6,211 with Starling’s standard wheelset.
Starling MegaMurmur - Ride impressions
Starling’s website says that the MegaMurmur is built for speed, control and confidence, whether you spend most of your time in the bike park, or racing at a privateer level. And with that in mind, that’s exactly where the bike excels but it does come with a few expected compromises.
My time with the bike spanned a range of riding scenarios, including a trip to Bike Park Wales, through to some of my favourite natural trails. So the bike was taken through a good collection of tracks which highlighted both its strengths and weaknesses very clearly.
But geometry-wise, the brand has done a solid job as the bike is very well shaped. It’s certainly aggressive enough for all of the UK’s riding but it’s welcoming and familiar. The cockpit is spacious yet not overstretched and the seat tube places weight nicely over the bottom bracket.
Where things get a little unfamiliar is in the length of the MegaMurmur’s chainstay. It’s a lengthy piece of work but even so, it does some pretty great things in a number of areas, creating an impressively balanced feel.
Wrenching the bike up a hill is met with a hint of luxury where the rear end’s mass of small bump compliance results in a super comfy ride with tonnes of grip at the rear wheel. Then combine that with the 1270 mm wheelbase, and the MegaMurmur is incredibly planted, even when the climb gets a little questionable.
But performance uphill isn’t exactly what the MegaMurmur is designed for which is proven both in its heavy-hitting build and, well – Its climbing performance. Its 17kg paired with its notoriously draggy-but-grippy tyres make climbing lethargic and to be honest, little more than a means to an end.
However, what is a saving grace is that the suspension platform is stable under pedalling. There is a bit of pedal bob as expected of a single pivot layout but very little energy is wasted on unnecessary suspension input. So if you wanted to make the MegaMurmur a little more pedal-friendly, it should be easily done through the right choice of componentry.
Once a climb is summited and the bike is rolled into a descent, that’s when the bike absolutely comes into its own. To put it short, it’s a monster that’ll very quickly take you to the finest edge of control. This is done with credit to its overall length, and linear suspension kinematic.
The MegaMurmur performed at its very best through bike park trails where speed is absolutely its friend. The stability that comes as a result of the 455mm chainstay is massive and when combined with the bike’s small bump compliance, and easy-going suspension feel, it basically does all of the work for the rider.
High-speed rock gardens were met with nothing but composure to the point where I was travelling at speeds way out of my comfort zone but rather than clinging on for dear life, my confidence was simply extended to match the ability of the bike. The rear end then works to eat up all manners of bumps transferring minimal feedback to a rider’s feet which ups the confidence factor. It’s a simple case of letting go of the brakes and allowing the bike to do its work.
Another key trait of the MegaMurmur is that its frame is fairly compliant and where other brands will cry sin and add stiffening measures everywhere they can, the MegaMurmur takes full advantage. The slight bend in the frame adds a defining level of forgiveness that helps the tyres track the ground through rough sections and boosts comfort. It’s a super unique feel that adds to what this bike has to offer and improves its descending prowess, as does the weight of this particular build.
Roll all of this into a bike that carries coil-sprung suspension and the MegaMurmur is a descending machine. Rather than working with the bike, making corrections for any quirks that come as a byproduct of more progressive suspension and a stiffer frame, I was able to point the MegaMurmur in a direction and just ride it as its weight helps the bike drive through tech while its geometry and flex, keeps everything in check. It forgave almost all of my awful line choices (apart from one poorly scoped out drop) whilst still carrying speed and filling me with confidence.
Such features, the linear kinematic and pliable frame do come with some side effects that are worth noting. Starting with the suspension, the rider needs to work the bike a lot more than usual to pump and get it airborne. The bike also requires significant muscle to get it moving through tight consecutive corners because it doesn’t have as much pop, or spring as you’d get with a progressive platform. It also tends to dive quite freely under heavy mid-corner compressions. Winding on compression damping did aid this, but it’s a clear trait that this bike carries.
The level of compliance in the frame then produces a very unique feel, one that some will appreciate, and others won’t. For the MegaMurmur, it works very well for the reasons mentioned before but in some fast and tight corners, I could feel the frame bend around the turn as if the rear wheel articulated behind the front. But again, this is part of the MegaMurmur’s charm and if you’re unsure, Starling has a fleet of demo bikes to help consolidate your decision.
With such unshakeable performance through bike park trails, its character translates rather well to more natural tracks but it leaves an inkling that big, fast and chunky trails are where it really wants to be. What remains is its huge composure which proved more than handy whilst tackling steeper terrain as it takes away some of the effort needed to ensure pinpoint accurate body positioning, thanks to its long front centre. As long as the elbows were bent, the bike properly utilised its heft of suspension, weight and flex to keep the wheels going where I wanted, whilst slamming through each and every trail imperfection.
However, good forethought and a good choice of the high line are essential when it comes to tight corners, as there is simply a lot of bike to rotate. Even though there’s just 10mm more chainstay it doesn’t whip around turns quite like a shorter bike with a more progressive kinematic. Again, this is a clear nod to where this bike truly thrives, in big alpine or bike park trails.
Starling Mega Murmur - Verdict
Bikes like the MegaMurmur are few and far between, and this space in the market can be tricky to compare as bike builders work in very different ways. Though Cotic’s RocketMAX puts up some fiery competition. It’s a little bit slacker and a little bit shorter in reach but it gets a 448mm chainstay and longer 1290mm wheelbase. It uses a Horst Link too, so really, it’s quite a different machine. However, it does offer 29-inch or mullet wheel setups. It doesn’t come as a frame only but a rolling chassis can be picked up for £2,900. This gets a steel frame but it isn’t welded in the UK.
Curtis’s XR650 is a bike of similar intentions with a single-pivot suspension platform that rolls on 650b hoops. Like the Cotic, there are more frame sizes available with the large getting a 64-degree head tube, a 76-degree seat tube, a 480mm reach and a 435mm chainstay. One of these will set you back from £2,100 for a frame only.
The Starling Cycles MegaMurmur shows exactly what’s possible through the use of simple design and high-quality workmanship, so much so that it puts a number of bikes with much more complex configurations to shame. While some characteristics of the bike come as compromises, if you’re looking for a beautiful hand-crafted, steel-framed bike that’s built for nothing but absolutely unshakable comfort and performance at speed, Starling’s Mega Murmur is one fast machine and a total hoot at that.
Add comment