2025 Ibis Ripley AF Review – Spencer Harding | The Radavist | A group of individuals who share a love of cycling and the outdoors.

Spencer Harding got his hands on the totally redesigned Ibis Ripley AF for a review. Ibis has translated their much-lauded carbon Ripley and Ripmo models to an aluminum chassis. Available in two builds that won’t break the bank, there is plenty to unpack between the new models, builds, and Spencer’s personal history with the Ripley AF. Read his thoughts below…

If you have been following along with my reviews for a few years, you will probably notice that I compare almost every full suspension bike to my 2020 Ibis Ripley AF. It was one of my first full suspension reviews, and it has become a true ship of Theseus over the years. I also spent this past spring on the carbon Ripley. I’m not the only Ibis fan at The Radavist; Travis also waxed poetic about his time on the Ibis Ripmo.

I’ve been long awaiting an update to my beloved Ripley AF, even wondering if I might predict the geo updates when experimenting with head tube angle adjusting headsets. Turns out I went past Ibis’ revisions for the new longer-travel Ripley AF!

In the Ripley AF’s previous iteration, we saw Ibis use the opportunity to push the geometry of their Ripley carbon model, similar to the EVO models we see out of Specialized. The current generation of the Ripley AF and Ripmo AF are direct ports of the accompanying carbon versions, with only the materials differentiating the models and the budget-friendly build spec.

Quick Hits

Frame only $2400, Shimano Deore $3499 (reviewed), SRAM Transmission 90 $3999
Colors: Matte Orange or Gloss Blue (reviewed)
Aluminum Frame
DW Link suspension
Weight: 37 lbs 12 oz (size XL, no pedals)
Shares the same frame as Ripmo AF, which can be swapped by changing the linkage
140 mm front/130 rear
Ibis STOW (Snacks, Tools, or Whatever) integrated downtube storage
New Extra Medium size
34.9 Seatpost for long droppers
UDH dropout
29″ wheels or 29″/27.5″ via flip chip
All frame sizes fit a 26 oz water bottle

Frame Details

With the new Ripley and Ripmo comes updated geometry, an updated linkage (still DW-Link), and, since it is 2025, downtube storage. All of the updates have been translated from the carbon models to aluminum – no small feat. We also see the top tube has been straightened out, much to everyone’s joy, except my framebag-on-a-full-suspension-loving-ass. But whatever, the downtube storage makes up for some of that lost framebag space. I do love how the flattened straight top tube has been translated to the aluminum version.

What I don’t love is the honking shock mount on the downtube. I hadn’t expected to be so visually bothered by that feature; it seemed the same size and prominence on the Carbon Ripley, but something about how this translates to aluminum is hard on the eyes. My previous generation Ripley AF had a cutout and beveled shock mount that felt far more elegant.

The downtube storage comes with two accompanying storage bags made by Cotopaxi for Ibis. I was able to get a small OneUp pump into one, but not much else. I find the usefulness of downtube storage dubious outside of a touring capacity, which oddly has seen the slowest adoption of the technology.

The aluminum frame sports internal routing, which is managed at each end by small frame ports that keep tension on the cables and housing. My only concern for the routing is where the shift housing exits the downtube to continue through the chainstay. The exposed section is very close to the chainring, and I could see some slack causing the housing to fray against the chainring. I’ll note I had no issues during my review period, though.

The complicated bottom bracket cluster allows for a 26-oz bottle to be stored across all sizes on the Ripley AF, which is a win for riders of all sizes.

The Ripley has a flip chip to allow a mullet setup with a 27.5″ wheel in the rear. The chip allows for zero compromise in geometry, to which I say bravo; this is how it should be. While I did not get a chance to try a slightly smaller wheel, this being a very large and long XL frame, I was tempted more than ever to try such a setup.

The frame comes with various pieces of molded frame protection, including a bottom bracket and shuttle pad on the downtube, a driveside seat stay protector, and a nicely molded chainstay protector. The drivetrain remained reasonably quiet for me.

Build Spec

Ibis has historically stood out with even their budget build spec on their aluminum frames. I praised the Shimano brakes and SRAM drivetrain mixed build on the last generation of the Ripley AF, but now the tables have turned. I reviewed the cheaper (of the two) Deore-level build of the Ripley AF, which includes a Shimano Deore 12-speed drivetrain mixed with SRAM G2 hydraulic brakes. The other, slightly more expensive, build option features a full SRAM build with a Transmission 90 drivetrain and G2 hydraulic brakes. SRAM hydraulic brakes and I don’t seem to get along. I felt underwhelmed by another set of G2 brakes last summer while reviewing the Spot Ryve. There was then, and now, nothing functionally wrong with the G2 brakes; I just prefer the feel of Shimano brakes. I’m bummed Ibis has reversed course on how they build out the AF series, but I don’t have any inkling as to what goes on behind those closed door OEM discussions. Personal preferences aside, the Deore drivetrain and G2 brakes were darn good enough.

The Ripley AF features a larger 34.9⌀ mm dropper post sizing to accommodate a larger diameter and longer dropper post. The KS Vantage on my review bike was a 210 dropper, which fit my saddle height perfectly when slammed. If it hadn’t been perfect, the KS Vantage features a nifty travel adjust feature by simply adjusting a 3 mm hex bolt at the top of the post for 30 mm of travel adjustment. There are no steps in that travel adjustment, so one can infinitely tune the travel height to their perfect saddle position. This is a really amazing feature at this price point for a dropper post, as dropper posts typically adjust in 10 mm increments – if at all.

I found the outdated bar, stem, and wheelset combo to be a bit of a bummer; they appear to be old stock from the previous generation. Checking the build specs in the press release, both of these parts will be replaced with up-to-date Blackbird (Ibis’ house brand) components. I assume this was a pre-production parts issue. The production Ripley will include their Blackbird Send 35 mm internal rims, which I’ve enjoyed in the past, and a 35 mm riser bar, also from Blackbird.

Both builds feature a RockShox Pike fork and Deluxe+ shock. In the past, I haven’t been fond of my experience with Pike forks; once again, just a preference here. I have been pleasantly surprised by the entry-level performance of both the fork and shock. The Pike is anything but budget in the suspension fork world, even if it is the most basic model in the Pike range. The Pike fork features a simple RC Rush Damper and 35 mm stanchions. The push for larger stanchions on shorter travel forks greatly improves the range that such forks can comfortably ride.

The Deluxe+ shock features an even simpler open/lockout damper adjustment and rebound control. I oddly found the Deluxe+ to provide more support while pedaling than the Fox Float Factory on my carbon Ripley review, which sacrifices some small bump sensitivity, but I enjoyed the support nonetheless. The RockShox suspension package is solid, worth rebuilding/servicing, and well-suited for the bike’s capabilities.

Keeping the rubber side down is a set of Maxxis tires: a Rekon on the rear and DHR II up front, an odd combo. I noted on the carbon Ripley that the Rekon felt undergunned as a rear tire, but I love running DHRs on the front of my bikes The extra center tread helps maintain traction in the loose and hard desert. Both tires have Maxxis’ revered EXO casing, which is great on a budget bike.

Ibis always provides solid builds on their bikes, and this Ripley AF is no different. These are “budget” parts, but everything is solid and thoughtful.

No Geometry Inflation

As the geometry on Ripley AF is a direct translation of the carbon Ripley, my opinions haven’t evolved since I reviewed the carbon version earlier this year. Ibis designed size-specific chainstays and seat tube angles, which gives each size frame a tailored geometry. The 545 mm reach on the XL originally caught my eye, and it is still the edge of what I’d consider rideable. Unfortunately, my gripe about the too-low stack height from even the previous generation remains. There is your TL;DR. Skip ahead if you don’t want a rehash of these points.

The eye-popping 545 mm reach on the size XL Ripley AF will seem wild at first, but pairing that with a 77.9 degree seat tube angle softens the blow. As the seat tube angle steepens, it effectively shortens the saddle-to-bar distance, while the reach measurement will remain unchanged as it is measured from the bottom bracket. All this geometry finagling helps to make the bike climb more efficiently, positioning the rider over the pedals on steep climbs. On the previous generation of the Ripley AF, I found the slack (by modern standards) seat tube angle to be one of the catch points while climbing. The new generation brings the Ripley AF into the modern zeitgeist of geometry with its steep seat tube angle and very long reach.

Another area in which the Ripley AF improves on the previous generation is size-specific chainstays. We see the chainstays grow from 433 mm to 442 mm across the size range. This helps to balance the leverage taller riders will have on the rear wheel as the saddle gets farther from the bottom bracket.

We also see size-specific bottom bracket drop to balance the bike across the size range. Shorter riders will inherently ride shorter cranks, so the bottom bracket can be dropped a small amount and retain the same pedal height.

I will take this opportunity to renew my sole complaint about almost every bike I ride these days: the head tube is too damn short! The stack height is too low for a bike that supposedly fits people up to 6’7″. With the dropper post slammed and the stem reasonably high on the steerer, there is still a saddle-to-bar drop, even with me being at the bottom end of the recommended height range. I’m finding this sizing issue more and more unacceptable.

Climbing

With my previous review of the Ripley AF, one of the few issues I had was its lack of prowess in technical climbing. Large 29er wheels, long/low/slack geo, and an XL frame all led to a sizeable bike that was tough to navigate through techy uphills. This remains true for the latest Ripley, though the steepening of the seat tube helps considerably. With the aluminum-framed Ripley AF, climbing gets slightly more sluggish due to weight. For how heavy the bike is, I was surprised how little I noticed the heft.

The DW-Link suspension is famed for its balance as a suspension platform, and I found that the RockShox Deluxe+ provided a very supportive pedaling platform in combination with the updated suspension layout. I am as satisfied with the current DW-Link as I was years ago; it is a simple and elegant suspension design that still holds up in its latest iteration.

Descending

With the front suspension increasing to 140 mm on the latest iteration, a slacker head tube angle, and longer wheelbase/reach, you know the new Ripley is gonna descend above its class. With the bars getting even farther from the saddle, the leverage needed to get the front wheel off the ground is getting increasingly harder, so the long geo does sacrifice some playfulness, leading to a more planted feeling. The bike is by no means sluggish, but the heavy aluminum frame and long wheelbase are more reluctant to get off the ground than the previous generation or the carbon model.

The Ripley handled everything I could throw at it: drops, rocks, chunder gardens – you name it, the Ripley could hang. Did I use all the travel? Often, but that’s what it’s for. The Ripley has always egged me on to push it harder, even as I bottomed the suspension out. This bike is hungry for more. Make sure you aren’t writing checks you can’t cash.

Looping Back

I’ve spent four years on my personal Ripley AF, six months on the 2025 carbon Ripley, and now a few weeks on the 2025 Ripley AF. They are all great bikes. I rode my personal Ripley AF last night on the same ride I tested the 2025 version on, and I still love that bike wholeheartedly. I love the updated geometry and extra travel of the 2025 Ripley AF, and I still value the playful nature of my previous generation.

All of the iterations have too small a stack height, and I will die on that hill.

Typically, I favor aluminum bikes over carbon – the price is nicer, but I also simply prefer the look of metal bikes. In this case, I found the translation from carbon to aluminum to be less easy on the eyes, with the chunky bottom bracket cluster, large downtube, and massive shock mount. None of this does anything to affect the ride quality or value of the bike, but look good, feel good, amiright?

I also feel obliged to note the price difference between the Ripley AF ($3499) and the carbon Ripley ($7800). With a weight difference of 5 pounds or more and a price gap of $4300, the Ripley AF might be for you.

The Ripley AF is a modern aluminum bike with modern geo, frame storage, mixed wheel capacity, and solid build specs. I’ve recommended Ripley AFs to many friends over the years, and I would do the same for this generation. If you want a screaming deal and don’t need the newest, hottest geo, get a last-gen Ripley AF for a steal; it’s still a great bike. Like the carbon Ripley, I struggle to find a serious fault with the Ripley AF. The bike is balanced between pedaling well and descending, has size-specific geometry, downtube storage, a good parts spec, and, barring a few details, is a good-looking bike.