Whyte’s T-160 RS pushes the limits of what a trail bike can be. With 150mm of travel at the back and 160mm up front, it really shouldn’t give you any excuses when the trail starts to descend.
The alloy frame has Whyte’s tell-tale silhouette, while a SRAM-heavy parts package provides dependable performance.
At a pound under £3,000, this is both the cheapest entry in Trail Bike of the Year 2024 and, arguably, the most aggressive – although at 16kg, it’s not particularly light.
Whyte’s own literature says this bike is suitable for enduro racing, along with a whole host of all-mountain and trail-based adventures. So, how does it fare against more trail-focused adversaries?
During testing, I was blown away by the bike’s performance, both up and down hills.
The geometry and suspension kinematics are both spot on, while top-class dampers ensure bumps are dealt with in the calmest manner. Befitting a class-leading trail bike, the T-160 RS also climbs with aplomb.
The Whyte T-160 RS is our Trail Bike of the Year for 2024
The Whyte T-160 RS is our Trail Bike of the Year winner for 2024.
Head to our Mountain Bike of the Year announcement to find out why – and to see the rest of our winners. We'll also be publishing all 54 reviews from our test over the next month – head to the Bike of the Year 2024 hub for more.
Whyte T-160 RS frame and suspension
Whyte uses a hydroformed 6061 tubeset for the 160-RS, with the heavily manipulated tubes connecting the four-bar suspension linkage, while setting up the angles in a thoroughly modern way.
A pivot on the chainstay defines this as a Horst-linkage, the intention being to separate pedalling and braking forces as best as possible from the suspension.
A link, mounted on the seat tube, drives the shock that’s slung under the top tube, leaving room for a water bottle underneath.
Towards the front, a broad weld area should bolster front-triangle strength and stiffness, while the low-slung top tube improves standover clearance – a brace supports the seat tube above the top tube.
Internal cable routing, as well as down tube and chainstay protection, is present. There are ISCG mounts, too, for those who want the security of a chain guide or bash guard.
Whyte T-160 RS geometry
Whyte only offers the T-160 RS in three sizes (M, L and XL), which is pretty limited compared to most other manufacturers. However, if you fit within the size range, you’ll be sat on a thoroughly modern-shaped bike.
Frames include a geometry chip that enables you to run mixed wheels, if you want a mullet bike.
I tested a size Large, at 182cm tall, pairing me with a 457mm seat tube. The Medium’s 432mm seat tube is moderately short, so some riders more used to a Small might fit on this size – if the dropper is adjusted to its 140mm shortest drop length.
Reach figures range from 450mm to 505mm, via the Large’s fairly generous 478mm.
The head angle sits at 64.7 degrees, while the effective seat tube angle is just under 75 degrees – not the steepest around.
With a fairly slack actual seat tube angle of 75.5 degrees at my 750mm saddle height, those who run a higher saddle for a given frame size will find their effective seat angle relatively slack.
At 337mm, the BB height is pretty low.
| Size | Medium | Large | X Large |
|---|---|---|---|
| Reach (mm) | 450 | 478 | 505 |
| Stack (mm) | 632 | 645 | 659 |
| Head tube angle (degrees) | 64.1 | 64.1 | 64.1 |
| Seat tube angle (degrees) | 74.5 | 74.2 | 74 |
| Seat tube length (mm) | 432 | 457 | 482 |
| BB height (mm) | 337 | 337 | 337 |
| Wheelbase (mm) | 1222 | 1256 | 1290 |
| Chainstay (mm) | 440 | 440 | 440 |
| Standover (mm) | 825 | 828 | 839 |
Whyte T-160 RS specifications
SRAM features across the build, with the drivetrain, brakes and suspension coming from its stable.
The bike is propped up by a 160mm-travel RockShox Lyrik Ultimate fork, featuring the top-spec Charger 3 RC2 damper and ButterCups rubber bumpers in the lowers, which are claimed to filter out high-frequency trail buzz.
This is paired with a Super Deluxe Ultimate RC2T shock. This has a piggy-back design, with the increased oil volume helping to keep damping consistent when the shock gets hot.
The T-160 RS gets a mechanical GX drivetrain, while Code R brakes clamp on to 200mm rotors at either end.
Race Face AR30 rims are wrapped in Maxxis tyres – an Assegai up front and Minion DHR II at the back. The rear benefits from the thicker EXO+ sidewall, which should help ward off punctures.
The finishing kit, including the travel-adjustable dropper post (140-170mm on sizes M and L, 170-200mm on the XL), is all Whyte-branded.
Levers on the fork and rear axles, as well as Torque Cap hubs, show the product managers have paid attention to what the T-160 is like to live with, making it easier to get wheels in and out without reaching for tools.
For £2,999, you get a lot of kit for the money, and the Large bike comes in bang on 16kg.
Whyte T-160 RS ride impressions
I’ve always found RockShox suspension easy to set up, and it was no different here. I added a couple of clicks, from fully open, of low-speed compression on the fork to match the slightly more damped-feeling shock (which I left fully open), and ran the high-speed compression as open as possible.
I alter tyre pressures to suit the conditions, and started with 22psi at the rear and 21psi at the front, in wet UK conditions. The wide rims and EXO+ rear casing enabled such low pressures.
Whyte T-160 RS climbing performance
The 16kg weight might not be light, the 75.7-degree seat angle not particularly steep, and the generous 150/160mm of travel may not signpost a bike that’s going to be a natural climber. However, Whyte clearly has different intentions.
The T-160 RS is as competent a climber as pretty much any aggressive trail bike I’ve ever tested, save perhaps for Scott’s latest Genius.
The bike is comfortable to sit on, with a well-proportioned front-to-rear balance. You can sit up on it and spin, while the length doesn’t feel stretched.
The seat angle might not be the steepest around, however the suspension likes to sit high in its travel when you’re pedalling. I never felt the Whyte wallowing into its travel, slackening the seat angle further.
The suspension remains pert as you pedal, the shock keeping still as you spin the pedals, and only really oscillating when you’re out of the saddle and pedalling hard.
On smoother drags, the shock can be locked out, too, via a quarter-turn on its low-speed compression switch. There’s still a hint of movement, boosting grip, before it firms into a stable platform.
If you feel it bounces too much in its open mode, the Ultimate Super Deluxe has low-speed compression adjustment. You could always add a click or two if required.
The ease with which you can tune the low-speed compression helps make the bike feel efficient when you’re spinning your way up climbs and masks the moderate weight.
However, if you want a ‘zippy’ climber, you might want to look elsewhere, because the tyres and weight take the sting out of its tail.
On more challenging climbs, the composed rear end helps put all your pedalling into forward and upward motion.
Hit a step or a root and the bike doesn’t soak up every little bit of the bump, communicating what’s going on underneath.
It’s thus not entirely smooth up techy climbs, however there’s more than enough suppleness in the rear end to help the Maxxis Minion DHR II dig in and grip.
The SRAM GX drivetrain works well, with shifting smooth and precise.
While I think a box-fresh Shimano groupset feels better than SRAM and I prefer Shimano’s shifters, once a layer of British winter grime is applied, SRAM’s kit trucks on far more smoothly than its Japanese counterpart.
Whyte T-160 RS descending performance
It should be no surprise, if you spotted the full five-star award at the top of this review, that the T-160 RS performs impeccably when the trail returns to the valley floor.
Whyte has got the geometry spot-on, with the 825mm front-centre balanced with the medium-long chainstays.
This puts your weight nicely between the tyres’ contact patches, distributing your weight in a manner that enables both Maxxis tyres to grip while you’re leaning the bike through corners or shifting your body weight to manoeuvre it over obstacles.
The bottom bracket height is just low enough to keep your weight slammed towards the floor, giving the bike tons of predictability when you’re railing through corners. At the same time, it keeps your pedals just out of the reach of the ground, minimising pedal strikes.
Despite a price that's cheaper than the rest of the bikes in this year's trail category, the inclusion of Ultimate-level suspension at both ends boosts the Whyte’s performance over the competition.
Not only does it make the bike astounding value for money, it also shows that the product team at Whyte have put their money where it matters.
Both the 160mm Lyrik and the Super Deluxe are star performers.
At the rear, the shock feels beautifully smooth, and yet avoids feeling soggy and wasteful of your energy. It's a hard balancing act and one that Whyte’s engineers have dealt with deftly.
Traction is maximised, with the rear wheel fluttering over trail imperfections.
At the same time, there’s ample support for when things get rowdy, with a seamless transition from early-stroke suppleness into mid- and late-stroke control.
Even when rattling through the most choppy terrain, the shock never gets overwhelmed.
It’s as sophisticated a shock as you’re likely to find on a bike at this price point, and the linkage it sits in the middle of is dialled.
My only query would be on the tune – at 78kg kitted up, I was comfortable with the shock’s adjustable low-speed compression dial fully open. The lightest riders on a Medium-size bike may find the rear end a touch over-damped.
That said, my preference is for a fast-running shock, with minimal compression or rebound damping applied, so your mileage may vary.
Up front, the Ultimate Lyrik is a fantastic fork.
It’s calm and stable, giving a composed feel to the front end, even when you’re going hell for leather down BikePark Wales’ most rattly trails.
The combination of the rubber bumper ButterCups and the up-rated bushings, seals and fluids, as well as the top-end Charger 3 damper, ensures the fork is as comfortable as they come.
At the same time, much like the back end, the fork’s progression to the depths of its travel is controlled with distinction.
Land deep into a downslope and both fork and shock dole out their respective travel calmly. If you tip the bike into a chute with a narrow catch at the bottom, the fork’s support ensures your bars stay high and you can keep your eyes on the exit without banging the Lyrik though to its bump stops.
This enables the rest of the bike’s components to work at their best.
Kitted up
At the front, the Maxxis Assegai, in its EXO-cased MaxxTerra compound, does a great job of translating your steering inputs into directional change.
It might not be the best for really sloppy conditions, but in every other circumstance, it’s one of my favourite aggressive mountain bike tyres.
Unlike a Minion DHF, there’s a nice transition between central and shoulder tread, so grip remains predictable as you lean the bike over.
Further back, the Minion DHR II only steals a little of your zip, while providing decent braking and cornering traction. The EXO+ casing is tougher than the EXO up front, which adds confidence as you haul through rock gardens.
Aside from the obvious kit, Whyte has done a good job of the spec.
In particular, I like Whyte’s grips. Their deep outer flange seems to lock your hands onto the bars, and despite being relatively skinny, they contribute to a comfortable cockpit.
Further back, the seatpost offers up 25mm of travel adjustment, so if you want to go longer in reach, you may be able to size up a bike.
SRAM’s Code R brakes pinch a pair of 200mm rotors. They offer decent levels of power, although during my testing of bikes over the past year or two, SRAM’s pocket-friendly enduro stoppers haven’t always been the most consistent – some are fantastic, some a little underwhelming.
All said, though, the performance of the T-160 RS under braking is impressive.
The suspension feels free to continue moving over the ground, even when you’re dragging the brakes. This enables the rear tyre to do its job of providing traction and braking performance, whatever the situation.
How does the Whyte T-160 RS compare to the Marin Rift Zone XR?
Both the T-160 and the Rift Zone XR sat towards the burlier end of the scale in my Trail Bike of the Year test, and both performed relatively similarly, though there were a couple of notable differences.
Both have modern geometry that, while not identical, isn’t far enough apart to offer up much in the way of differences.
What separates the bikes most is the componentry.
The Marin's Select+ level suspension, from RockShox, is great kit – smooth, controlled and composed. However, when the bikes were run back-to-back, the upgraded internals of the Ultimate Lyrik became noticeable.
Although both have the same damper, the addition of the ButterCups and the extra bushings in the Ultimate fork makes it a touch smoother and more composed when pushing as hard as I dared.
The other slight difference was in the rear suspension – while Whyte has opted for a ‘true’ four-bar linkage with a pivot on the chainstay, this generation of the Rift Zone XR has a single-pivot linkage-actuated shock design.
While the Marin's braking performance is good, the Whyte’s suspension felt slightly more independent from braking forces.
On paper, the Marin’s SRAM DB8 brakes are lower-spec than the Whyte’s, yet the addition of SRAM’s top-end HS2 rotors on the Marin made these particular stoppers properly punchy.
Trail Bike of the Year 2024 | How we tested
This bike was tested as part of my 2024 Trail Bike of the Year test. Around twenty bikes were long-listed, with eight models, ranging from £2999 to £4199, making it into the test.
The bikes were all tested over a period of three months, on a wide range of trails in the South West of the UK, ranging from trail centre pedals, through bikepark laps and woodland rallies.
The bikes were also all put through our workshop to measure angles, dig into frame details and make sure everything was running smooth.
All bikes were base-line set up with 28% sag at the rear, and 21psi in the front and 22psi in the rear tyre, before the testing process helped fine-tune their set-ups to get the most out of the bikes, wherever they were being ridden.
Our Trail Bike of the Year contenders
- Whyte T-160 RS
- Canyon Spectral CF7
- Marin Rift Zone XR
- YT Jeffsy Core 3
- GT Sensor Carbon Pro
- Cannondale Habit LT 2
- Trek Fuel EX 9.7
- Scott Genius 940
Whyte T-160 RS bottom line
The Whyte T-160 impressed from the off, thanks to geometry to suit the modern trail rider. The sophisticated suspension at both ends works together with the frame’s linkage to deliver suspension that performs in nearly every scenario.
The spec list was impressive when I requested the bike, and even more so a couple of months later when Whyte dropped the price to the current jaw-droppingly low level.
Even with a higher price, the T-160 would be my choice, because it doesn’t disappoint on the trail.
At this mid-level price point, you are not going to find a better trail bike in 2024.
Product
| Brand | whyte |
| Price | 2999.00 GBP |
| Weight | 16.0000, KILOGRAM (L) - |
Features
| Fork | RockShox Lyrik Ultimate 160mm |
| br_stem | Whyte Gravity 35mm |
| br_chain | SRAM GX |
| br_frame | 6061 Aluminium |
| Tyres | Maxxis Assegai EXO 3C MaxxTerra 29in x 2.5in front; Maxxis Minion DHR II EXO+ Dual 29in x 2.4in WT rear |
| br_brakes | SRAM Code R, 200mm/200mm |
| br_cranks | SRAM GX |
| br_saddle | Whyte Custom |
| br_wheels | RaceFace AR-30 rims on Whyte alloy cartridge hubs |
| br_headset | FSA Orbit |
| br_shifter | SRAM GX |
| br_cassette | SRAM XG-1275 |
| br_seatpost | Whyte drop.it Post II Adjust |
| br_gripsTape | Whyte Enduro |
| br_handlebar | Whyte Custom 6061 alloy, 800mm |
| br_rearShock | RockShox Super Deluxe Ultimate |
| br_bottomBracket | SRAM DUB |
| br_availableSizes | M, L, XL |
| br_rearDerailleur | SRAM GX |
