While some brands offer several models for the same cycling discipline with overlapping features and target customers, BMC‘s gravel portfolio is well-defined and heterogeneous. We were involved in the press launch of the new iteration of the URS and tested first-hand how this bike geared towards adventure and exploration copes against challenging terrains.

BMC stepped into the off-road, dropbars world five years ago with the first iteration of the URS. Then it was the turn for the Kaius, a race-oriented machine that inherited many of the characteristics in terms of aerodynamics and stiffness from the Roadmachine.

When it was time to develop the second iteration of the URS, the engineers at BMC were free to be as wild as desired, intending to differentiate their adventure model from the performance-focused one even more. The acronym URS comes from “unrestricted” for a reason, and the final result of their most recent development lives up to that concept.

They followed an “out-of-the-box” approach both on the technical and design side, although the new URS is still comparable to the first gravel bike they launched. On the one hand, it follows the standards we associate any BMC bike with: premium carbon, straight lines, and low seat stays. On the other hand, the URS-specific design features are apparent, like the bold head tube and accentuated top tube drop.

The reach is now longer but the stems offered have decreased in length, ranging from the default 72 mm for the sizes XS to M, and 80 mm and 90 mm for the L and XL builds, respectively. This combination of measurements means that the trail is increased, for better bike control. Other changes focused on enhanced maneuverability and stability are the lower bottom bracket drop (from 69 to 76mm), a slacker head angle (69,5⁰), and the steeper seat tube with zero offset, the latter allowing the rider to put more weight on the front of the bike. Additionally, the tire clearance has been increased to 47 mm, compared to the 42 mm limit of the first iteration.

The artwork features contrasting colors, and instead of displaying the brand’s name on the downtube, alternative logos can be found across the frame. We were startled by the inversed logos on the left-hand side. According to Martin Stricker,  designer at BMC, it was made on purpose to highlight their unrestricted way of working.

The new BMC URS family includes four different members, each one of them with a thoroughly thought purpose. To test them in the environment they excel in, the Swiss bike manufacturer planned a multi-day route from Olten to Neuchâtel on changing terrain, swapping bikes along the way. We will complement the following model descriptions with our ride feel during the press launch.

URS

The core member of the family is a fully rigid gravel bike without MTT (MicroTravel Technology). In comparison, all versions of the first URS came with MTT seat stays by default. It is however equipped with everything you need to embark on an off-road cycling adventure, with cargo mounting points on the fork, top tube and down tube. The down tube also features internal storage, with an attachment system and pouch similar to the solutions of comparable competitors.

The whole URS family is compatible with front hub dynamos, and the internal cable guiding allows for seamless integration of the system, a very valid option for those with ultra-distance plans in mind. Think of Ulrich Bartholmoes, brand ambassador and heavy user of the URS, and you will realize that this bike can overcome anything lying ahead.

Our first impression of the URS was very good, although it took a bit of time to get used to the progressive geometry. Given the slack head angle, the front wheel was quite ahead of us, which later proved to be ideal for stability. The handlebars were wider (42 mm for the M size) than expected but once again it added an extra element of control.

We did 30 km with this bike, tackling compact and loose gravel over mainly flat terrain. It was mainly about familiarizing ourselves with the URS range before testing the more spec’d platforms of the family, but even then we squeezed it a bit on the couple of steep hills we encountered and the traction was optimal.

URS 01

While for the road bike models of BMC the “01” suffix means lighter and stiffer carbon, the premium factor here is the MTT, allowing you to tackle rougher terrains in full control and barely added weight. BMC’s proprietary technology currently comprises a suspension stem, seat stays and fork. One of the differences between the URS 01 and the URS 01 LT is that the first one offers suspension through the MTT stem while the LT option includes the MTT fork instead.

The dual-guide design of the MTT seat stays gives a natural suspension feel, with 10 mm travel on the rear wheel, which is then complemented by the ICS MTT Suspension Stem. It combines the Redshift’s ShockStop technology and the in-house engineering knowledge. This component, considered to be the only suspension stem with integrated cabling in the market, offers up to 20 mm travel and adjustable tuning options.

We were curious to try a stem with suspension for the first time, and the first impression was honestly weird. It felt like the handlebar was loose, but it was the stem in action. Sprinting with a suspended stem is something you shouldn’t try until you get used to its range of motion.

The segment of the route in which we tested the BMC URS 01 featured rocky surfaces and steep gradients both uphill and downhill, with enough time to put it to the test. Off-road climbs are usually tackled while seated to make sure no traction is lost, and we consider that there is where a suspension stem can be very helpful. You have more control of the trajectory of the bike because it cancels the rebound effect after hitting a rock, and we are confident it also minimizes upper-body muscle fatigue. In case you are wondering, the proprietary ICS MTT stem can also be incorporated into non-BMC bikes.

URS 01 LT

The BMC URS 01 LT comes with a built-in front suspension, developed in collaboration with Hi-Ride. It features a sophisticated hydraulic damper with a wide range of adjustments using a selection of spring coils and adjustable pre-load levels. It can be easily locked by turning a dial on the stem.

Although the MTT Fork was already present in the first URS family that was launched, this time it is better integrated into the frame, with a cleaner look that forces you to look at it closely before detecting that it is not your average gravel fork.

The MTT Suspension Fork of the URS 01 LT allowed us to roll fast and with smooth pedaling over loose gravel. However, in rocky descents, the 20 mm of plush travel was not enough for someone with an average technical level like us.

URS AMP LT

BMC is launching for the first time an engine-powered gravel bike. The URS AMP LT counts on the TQ-HPR50 drive unit from the German manufacturer TQ to provide riders with a natural ride feeling and open up new realms of adventure. It is a whole system rather than just a motor, meaning that the transmission also relies on the battery status.

The AMP option is intended for experienced riders, not those stepping into the cycling world with the acquisition of an e-bike. It provides 300 W of peak power and max 200% support, meaning that to reach that peak wattage you need to push 150 watts. It is purposely developed to sit between a muscular and a heavily powered bike. “Same effort, double the fun”, as described by Anna Vodickova, Product Marketing Manager at TQ.

The battery is small in size and seamlessly integrated into the frame. The geometry of the AMP frame is almost identical to the one of the muscular options, despite ‘the implications of a bolder down tube to store the battery. One of the only differences is that the chainstays are 5mm longer, increasing the wheelbase even more.

The battery takes over the space used by the downtube storage in the other members of the URS family, but the multiple bolts and the cargo strap allow for multiple configurations that make sure we can carry everything we may need.

We were told to test the three different support levels and even ride it without assistance, and so we did. We turned on the system and saw a battery status of 150%, something we couldn’t comprehend at first. When we were told that it was because of the TQ Range Extender we were carrying in place of one of the bidons, it all made sense.

It is a very silent system, and for anyone coming across our group, it would have been difficult to know that we were riding on e-bikes. The 700 m of elevation we had to gain in less than 10 kilometers was still challenging but more bearable. Given our weight, even without the Range Extender we would have been able to reach the top with the max support level without draining the battery, but we also wanted to test the weight of the bike.

We decided to turn off the assistance but had to keep the system on if we wanted to change gears. It obviously felt heavier but it proved to be light enough. If any of the other press representatives had opted to use the URS AMP LT the following day, they could have used ours as the battery was still around 140%.

Remaining remarks

Even if all the models we tested and the options available on their website are spec’d with Sram transmission only, the URS is compatible with a 12-speed Shimano Di2 drivetrain and even mechanical drivetrains. Only 1x drivetrains are compatible with the URS frame, and the single chainring must be at most 42T. Also important to note that the new URS now features a Universal Derailleur Hanger.

This bike should be put to the test in challenging terrains, but it would be great if the potential root or rock strikes do not ruin your frame. That is why you can find molded protections on the downtube, fork and chain stay of the 01 and AMP members of the URS family.

The D-shaped seatpost makes sure that the bike seat is correctly aligned, and it is perfectly compatible with the bolt-on D-Fender mudguard. With all the possible mount and storage options, there is no need for a saddle bag.