New MAGURA Race Pro brake on test – the aluminium successor to the MT7?

With the new Race Pro, MAGURA are not only looking to win over their existing fans, but also convince the sceptics. To do that, the successor to the MT7 comes with some radical changes: CNC-machined aluminium, larger pistons, a fresh look and several clever service solutions. MAGURA also promise plenty of power with little lever effort and finely controllable braking performance. But how does the Race Pro, priced at just under € 700, perform on the trail?

The MAGURA MT7 needs little introduction. For years, the four-piston brake has been a fixture on downhill, enduro and e-mountain bikes, building up a fiercely loyal fan base along the way. At the same time, there have always been plenty of riders who never quite got on with the lever feel or Carbotecture construction.

And in truth, it’s been several years since the last significant overhaul. For the 2019 model year, the MT7 picked up the single finger HC aluminium lever blade along with the Pro designation. Yet the underlying architecture has seen little change since. With the new Race PRO, MAGURA aren’t just rolling out the next iteration of the MT7. This brake is intended to be far more than that. The name alone signals its seriousness and racing intent. MAGURA themselves describe it as the most powerful and precise brake they’ve ever made.

Needless to say, the Race Pro is designed to combine high braking power with low hand effort and a linear, easy-to-modulate power delivery. At the same time, at a claimed 310 g with a 1 m hose, it remains light enough to appeal not only to enduro and e-MTB riders, but also to those on trail and even cross-country bikes. At € 699.80 for the set, MAGURA are positioning the Race Pro firmly in the high-end segment, even above many of its direct competitors. But does that premium pay off on the trail?

New MAGURA Race Pro brake in detail

With the Race Pro, MAGURA are moving away from the familiar Carbotecture look and going all-in on metal instead. The master cylinder, clamp and lever are made from aluminium, paired with an intricately CNC-machined brake caliper. Matt silver is combined with black accents and laser-etched lettering. The result looks decidedly premium, while the aluminium construction is also intended to make the brake more robust in a crash. The angular styling won’t be to everyone’s taste, but it looks considerably more high-end than its predecessor.

While many competitors use additional linkages between the brake lever and master piston, MAGURA are sticking with their radial system. The lever acts almost directly on the master piston, which also shapes the distinctive feel at the finger. Braking power builds very evenly and predictably throughout the lever stroke.

For the Race Pro, MAGURA have significantly revised the dimensions of both the master and caliper pistons. The master piston grows from 10 to 12 mm, while all four caliper pistons increase from 17 to 19 mm each. Bigger pistons do not automatically mean more braking power, though. What matters is the interaction between the hydraulic ratio, mechanical leverage, stiffness and keeping friction within the system as low as possible. To achieve this, MAGURA use features including a low-friction, anodised piston bore and a brake lever mounted on ball bearings.

The latter in particular is designed to keep the lever action light and as free from play as possible over time. With plain-bearing brake levers, play can develop with use and they can also start creaking under load, as we have seen with some competitors. How well the Race Po’s ball-bearing design copes with dirt, water and poor weather in the long term remains to be seen in an extended test. One useful detail is that the bearing in the lever can be replaced separately if it wears out. The master piston, seals and reservoir cap are also available as service parts. MAGURA also offer a five-year leak-proof warranty on the brake.

As with the MT7, MAGURA use a one-piece four-piston caliper for the Race Pro. Rather than two caliper halves bolted together, the caliper is machined from a single piece of aluminium. This saves weight, provides high stiffness and removes a potential leak point at the same time. MAGURA pair it with three different pad compounds. As standard, the Race Pro comes with silver organic pads. If you want even more bite, you can opt for the Yellow pads, which are also organic and, according to MAGURA, are said to deliver around 10% more braking power. You do have to like the bright yellow look, though. Thanks to the open caliper design and slightly taller pads with cooling cut-outs, they are hard to miss. For our taste, this could be a little more understated.

MAGURA have also reworked the connection between the brake hose and master cylinder. Instead of a conventional threaded fitting, the Race Pro uses the Easy-Link system. Once the hose has been cut to length, the connector is fitted to the hose and then pushed into the Easy-Link valve on the master cylinder until it audibly clicks into place. When disconnected, the hydraulic circuit on the master-cylinder side remains sealed. That makes servicing easier and reduces the risk of introducing air into the system. It is particularly useful on bikes with brake hoses routed through the headset.

Instead of having to cut the hose, refit the connector and bleed the brake every time, the connection can be disconnected and reconnected far more easily. Especially with fully integrated cockpits, Easy Link is one of the easiest systems on the market to work with. MAGURA still use mineral oil for bleeding, but have designed the oil path through the brake caliper to be as direct as possible. Instead of convoluted passages and dead ends, there is a continuous flow path intended to make it easier for trapped air to escape from the system.

The new Race Pro is designed to work with 2.0 mm thick brake rotors, with MAGURA specifying a wear limit of 1.8 mm. While the Gustav Pro uses 2.5 mm rotors to maximise thermal reserves, the Race Pro is designed to combine high performance with the lowest possible weight. Heat management is aided primarily by the caliper’s large surface area and the significantly bigger brake pads. As a result, MAGURA say the Race Pro offers better thermal performance than the old MT7 while saving more than 110 g per brake compared with the Gustav Pro, or over 220 g across the complete bike. The brake is compatible with all suitable MAGURA rotors from 180 to 220 mm. MAGURA also want to keep things as flexible as possible at the cockpit. A Shiftmix-IG interface is integrated into the brake lever clamp, allowing dropper remotes or shifters from various manufacturers to be mounted directly to the brake clamp. This keeps the cockpit tidy while still allowing the controls to be positioned ergonomically.

The new MAGURA Race Pro brake on the trail

We tested the new MAGURA Race Pro on a Propain Sresh SL for around six weeks on our home trails in the Black Forest. Since the e-MTB carries a fair bit of weight and puts plenty of strain on the brakes, we went straight for the more powerful Yellow pads.

The Race Pro scores points from the moment you start setting it up. Lever reach can be adjusted without tools using an indexed dial. 83 distinct clicks make it easy to set the front and rear levers to exactly the same position. Compared with its sibling, the Gustav, we also like the fact that the brake lever can now be positioned much closer to the handlebar, while the overall adjustment range is significantly greater. The lever itself is relatively long, which means the entire brake sits fractionally further inboard on the bar than some of its competitors. On the trail, however, that is no drawback. There are no further adjustments on the brake.

On the trail, the first thing you notice is just how little finger effort the Race Pro requires. A gentle pull is enough to scrub off plenty of speed. Even on long, steep descents, you do not find yourself clinging to the lever with a cramped index finger. Instead, the brake remains easy to control and comfortable to use for extended periods. The bite point is clearly defined, after which braking power builds very evenly as you increase finger pressure.

You can feed in the braking force with plenty of finesse, without the Race Pro suddenly grabbing. That gives you loads of control, whether you just want to trim a little speed or brake hard into a corner. This is especially useful on loose terrain, where it helps you keep the tyres right on the edge of grip for longer without locking the wheels unnecessarily early. The long lever provides plenty of feedback at your fingertip and, when you really pull hard, there is more than enough power in reserve.

We had no issues with heat management either. Even on long descents with our electric test mule, we could not provoke any noticeable fading. Braking performance remained consistent and the bite point did not move. Pad rattle, which we have noticed on some older brakes, was also a non-issue with the new Race Pro. You can find out how the new MAGURA Race Pro fares in our big brake group test in the next spring issue.

Conclusions about the new MAGURA Race Pro brakes

The new MAGURA Race PRO is much more than an MT7 wrapped in a nicer aluminium shell. MAGURA keep the signature controlled, linear braking character while giving power a clear boost. Out on the trail, we were especially struck by how well it pairs light lever effort with excellent modulation and strong fade resistance. Factor in the premium build and thoughtful servicing options, and there’s plenty to appreciate. That said, on a high-end brake priced at €699, we’d have expected bite point adjustment as well. Beyond that omission, the Race PRO is a thoroughly well-rounded package that performs strongly on the trail and holds its own against any rival.

Tops

• High braking power with low lever effort
• Excellent modulation and linear power delivery
• Strong resistance to fading
• Premium feel and aluminium finish
• Good spare parts availability and serviceability

Flops

• No bite point adjustment

For more information, visit MAGURA.com.

Words & Photos: Benedikt Schmidt