Magura presents the successor to the popular MT7 brake – and surprises at first glance with a complete reversal. The master cylinder of the new heavy-duty brake no longer uses Carbotecture plastic, but instead gleams in elegant aluminum. What prompted this change of heart? And more importantly: How does the new Magura Race Pro perform? We have all the answers.
The end of Carbotecture?
First and foremost: No, Magura isn't abandoning Carbotecture. The carbon fiber-reinforced polymer remains the material of choice for the plastics and brake specialists from Bad Urach in the Swabian Alps when it comes to their brake master cylinders. So why not on the new Race Pro as well? In a word: customer demand. Carbotecture may work well, but so does aluminum – and is preferred by many riders for its appearance and feel.
The Magura Race Pro at a glance
It's not just the choice of materials that makes the new Magura Race Pro stand out; this four-piston brake is a completely new model, designed to succeed the legendary MT7 and boasting a wealth of features. What does the brake offer?
- Forged, CNC-machined aluminum encoder with industrial bearing
- Constant lever ratio for high modulation
- Low-pressure architecture with 12 mm master cylinder piston and 4 x 19 mm pistons at the saddle.
- Topologically optimized, one-piece brake caliper
- EasyLink: Plug-n-play brake lines
- Compatible with MDP-13 coatings (higher friction plate)
- Compatible with 2,0 mm discs (2,5 mm not possible)
- Unified Shiftmix IG interface
- Dispenser no longer in flip-flop design
- Weight 310 g (manufacturer's specification, transmitter & saddle)
- Price (RRP) 699,80 euros (set)
- Website magura.com
Magura classifies the Race Pro as a heavy-duty brake and intends to introduce it as the flagship of a new race family. Despite its brutal braking power, the MT7 successor boasts a relatively low weight of 310 g for the caliper and master cylinder, thus encroaching on modern XC territory. Therefore, the brake is not only suitable for downhill and enduro bikes, but should also be a good fit for short-travel bikes, provided their riders desire powerful deceleration.
| light duty | Heavy Duty | Extreme Duty |
|---|---|---|
| e.g. MT8 | e.g. MT7, Race Pro | e.g. Gustav |
| Up to 180 kg system weight | Up to 225 kg system weight | Up to 250 kg system weight |
Magura remains true to its design principles, employing a radially mounted master cylinder with an axial reservoir. This design minimizes the brake's footprint. However, the ambidextrous flip-flop design is no longer used. The lever, with its tool-free reach adjustment, is made of aluminum, as is the clamp. The brake caliper is a particular highlight: the one-piece forged component is CNC-machined to achieve an optimal stiffness-to-weight ratio and prevent flexing under hydraulic pressure.
The technical details
Four 19 mm pistons and one 12 mm piston in the master cylinder are responsible for transmitting braking force. Interestingly, the mineral oil in the brake operates at a comparatively low pressure. Magura is banking on the fact that a lower operating pressure results in a more consistent braking feel – not only over time, but also when comparing the front and rear brakes. It might sound counterintuitive, but the longer rear brake line results in more free play at the lever, as it is inflated over a longer distance due to pressure build-up. Furthermore, this approach allows for the integration of an ABS system like Bosch's.
According to Magura, the leverage ratio at which the brake lever applies pressure to the master cylinder also remains constant. This is intended to result in predictable modulation of the braking force. We'll come back to how this feels while riding in a moment.
Another exciting detail is the EasyLink system, which Magura already introduced with the Gustav Pro. Essentially, it's a push-fit system on the brake line, allowing the hydraulic line to be inserted into and removed from the master cylinder without oil loss or introducing air into the system. Almost all other systems in the bicycle sector use a type of one-way connection, where the line has to be shortened every time it's disconnected (for example, during maintenance or modifications). Speaking of maintenance: Bleeding the brakes should be significantly easier thanks to optimized oil passages with reduced free play.
Ultimately, it comes down to the friction partners: The Race Pro uses MDP-13 brake pads in three different grades on familiar 2,0 mm thick brake discs. 2,5 mm thick discs, like those used in the Gustav Pro, are not compatible with the Race Pro. However, the brake pads adopted from the Gustav offer more surface area, meaning a larger friction surface. Black is the base version; silver and yellow each offer approximately a 10% increase in braking power.
What is our first driving impression?
Mountain bikers have been enjoying increasingly powerful brakes for several years now. During this time, we've learned that brute braking power equals hefty brake components. Models like the SRAM Maven or the recently tested TRP Evo Pro reinforce this association. Before that, many brakes were all about lightweight construction, boasting low numbers on the scale instead of consistency, reliability, and power. Fortunately, the industry has had a change of heart; weight is no longer a factor. So, when a new brake model, especially one for enduro and downhill bikes, advertises a comparatively low weight these days, skepticism is warranted.
At the Magura press camp at the Samerberg Bike Park, we had the opportunity to address these doubts in the steep terrain of the Alpine foothills. And the new Magura Race Pro didn't take long to completely dispel them, because the MT7 successor offers braking power in abundance. Even better: it delivers it to the rider in easily modulated bursts. The ability to decelerate the mountain bike sensitively and with precise control, ensuring that grip isn't lost by locking the wheels on the steep, slippery natural trails, was impressive and practically instantaneous. This demonstrates that Magura has not only managed to pack a lot of braking power into the compact brake, but has also done a first-class job in terms of modulation.
Ultimately, the Magura Race Pro, with its rather unique combination of braking power, modulation, and compact dimensions, appears considerably more refined and optimized than its counterparts. Only one point of discussion remains: the price.
Magura charges nearly 700 euros for a Race Pro set. At this hefty price, top quality should be more than just wishful thinking, and indeed, the brake largely lives up to these high expectations: Under the brake finger, the Race Pro makes a solid impression. Nothing wobbles on the pivoted lever; it can be pulled towards the handlebar with minimal resistance and then builds up braking power continuously. We are somewhat surprised that it doesn't snap forward.
The Shiftmix IG solution for clean mounting of shift and dropper levers offers a wide adjustment range and should fit many hands. Speaking of adjustment range: the long, black anodized levers only have a dial for reach adjustment. While the functionalist look of the master cylinders is debatable, the QR code on the front and partially visible creases on the matte silver surface detract from the otherwise high-quality impression.
The brake caliper is a work of art in itself, beyond any aesthetic considerations. There's noticeably more material here than on the lever, because this is where the real power comes in, figuratively speaking. In our test, we used a particularly "sharp" combination of yellow brake pads together with MDR-P brake discs in 220/203 mm.
Information and images: Magura press release / press camp