GT’s Force platform has been in production long enough for its designer to optimize every aspect of its chassis. The attention to detail is extraordinary. The swingarm pivot rides on bearings and a shaft that are equivalent in diameter to those in a bottom bracket assembly and the anodized aluminum pivot hardware is beautifully CNC-machined. Cable routing is all external for ease of service at the races and with grime-proof, full-run housings throughout. Molded plastic carry-through guides on either side of the shock route the rear brake hose and derailleur housing clear of the crankset area. Well-designed bolt-on rear dropouts facilitate a 142/12-millimeter through axle and the left side dropout doubles as the brake caliper mount. There is ample tire clearance in the swingarm for tires up to 2.4 inches, but a full-sized 2.5-inch DH tire might be a bit of a squeeze. Oddly, the Force frame features an interrupted seat tube that would be perfect for the internally routed hose of a RockShox Reverb Stealth seat post, but the GT design predates the Stealth, so its external dropper hose guides are located beneath the top tube, well out of range of the opening below the frame’s seat tube.
Stand-out ComponentsGT chose a two-ring RaceFace Turbine crankset, outfitted with a bash ring and backed up by an e*thirteen Heim-2 chaingiude. The two-by crankset and its 36 by 24 tooth gearing is a great match for the technical terrain that the Force LE is intended to thrive in. The Turbine cranks power a Shimano Deore XT drivetrain, capped by a clutch-equipped Shadow Plus rear derailleur. Brakes are Formula’s elegant looking and powerful stopping ‘The One’ models, upgraded with in-line engagement-point adjusters and its top-range 180-millimeter rotors with aluminum spiders. Suspension is all Fox, with a 160-millimeter 34 Float CTD fork and a matching Float CTD shock. GT picked all-mountain-width Easton Haven wheels, mounted to Maxxis Ardent tires
(2.4 front and 2.25-inch rear) and up top, the star of the show has to be the RockShox Reverb dropper seatpost. If you’ve read this far, you’ll probably agree that the Force LE is one of the best outfitted AM/Enduro bikes around.
About Independent Drivetrain Suspension
GT's Independent Drivetrain rear suspension takes advantage of the superior responsiveness that a high-pivot swingarm enjoys when rolling over high-amplitude impacts like square-edged bumps or large exposed roots. To negate the extreme chain growth associated with a single-pivot swingarm suspension that has such a high hinge point, the GT's bottom bracket pivots beneath the swingarm on a sturdy rocker that is connected to the frame via a compact, four-bar linkage. The linkage causes the bottom bracket to track the rear axle as the swingarm moves through its travel. Independent Drivetrain's unusual configuration eliminates chain growth and to a great degree, any negative forces that would normally be fed into the suspension because of chain tension. The slight fore-aft movement of the bottom bracket link is not noticeable and it does not alter the distance between the crankset and the saddle. The benefit of the system is that the suspension is free to track the ground in both climbing and descending situations.
Specifications
|
Release Date
|
2013 |
|
Price
|
$5550 |
|
Travel |
150 R, 160 F |
|
Rear Shock |
Fox Racing Shox Float CTD |
|
Fork |
Fox Racing Shox 34 Float 160 RLC FIT, 15mm axle |
|
Headset |
Cane Creek Angle Set (1mm adjustment) |
|
Cassette |
Shimano 11 x 36, ten speed |
|
Crankarms |
RaceFace Turbine, 36/24T w/ Bashguard |
|
Chainguide |
e*thirteen Heim-2 |
|
Bottom Bracket |
RaceFace X-Type |
|
Pedals |
None |
|
Rear Derailleur |
Shimano XT Shadow Plus |
|
Chain |
KMC X10 |
|
Front Derailleur |
Shimano XT |
|
Shifter Pods |
Shimano XT |
|
Handlebar |
Kore OCD-TR, aluminum, 740mm Width |
|
Stem |
Easton Haven 50mm |
|
Grips |
FR clamp-on |
|
Brakes |
Formula, The One, 180mm rotors, alloy spiders |
|
Wheelset |
Easton Haven |
|
Hubs |
Easton Haven |
|
Spokes |
Sapim 2.0/ 1.7/ 2.0 |
|
Rim |
Easton Haven |
|
Tires |
Maxxis Ardent 2.4" F, Ardent 2.25" R |
|
Seat |
WTB Silverado Race SL |
|
Seatpost |
RockShox Reverb, dropper-type, 31.6mm |
|
| |
GT Force LE
Riding Impressions
| First impressions of GT's premier all-mountain/Enduro bike brought mixed reactions, as it takes a few rides to unlock its secrets. |
From the outset, the Force LE’s steering feels stable enough to handle rough terrain at high-speed and its suspension feels well balanced front-to rear. The bike feels tall, like an old-school all-mountain bike, probably due to in part to its 14.25-inch-high bottom bracket
(measured). GT’s attention to detail, especially in choosing capable components, gives the Force LE a decisive pro-bike feel, both in the cockpit and in the bike’s handling traits. That said, however, the bike requires a particular style of riding to bring out its best performance. As testing progressed, it became clear that the Force LE favored an aggressive technique and that the word, ‘finesse’ was not to be found in its dictionary.
Setting it up: The Force LE’s rear suspension is a bit tricky, as the shock pressure needed to maintain its ride height at the recommended 25-percent sag is much higher than a typical push-on-the-saddle parking lot test suggests. More than one test rider remarked at how stiffly the rear suspension was sprung before riding the bike – and all were surprised that the suspension felt quite soft under saddle. Fox makes it simple to dial in its Float CTD fork and shock. Set the spring pressure to 25-percent sag and then dial in the rebound to suit. The CTD’s Black ‘Trail’ adjustment is handy, as it controls low-speed compression when the fork is set in Trail mode, so if you don’t agree with Fox’s pre-set compression levels in ‘Descend’ mode, you can use the black dial to find your preferred compression damping in Trail mode and then leave the blue selector lever there for the duration of your ride. Pinkbike has consistently hammered on Fox CTD forks for blowing through their travel in the Descend option. Happily, the GT favored the Descend modes on both fork and shock, and its pedaling felt efficient enough with the suspension wide-open to retain the Trail and Climb options for their intended purpose, to further enhance pedaling firmness on demand.
Climbing/acceleration: Weighing over 30 pounds, the Force LE takes a few pedal strokes to get moving and its Independent Drivetrain suspension feels a bit dim under power while on paved surfaces. Once the tires come in contact with dirt, though, the GT wakes right up. The suspension keeps the bike sailing effortlessly over minor trail chatter, so the rider can pedal and maintain momentum more effectively. Much of our testing was done in Sedona, Arizona, where many climbs are stepped with small stone ledges. Experimenting with the suspension’s three settings quickly determined that the bike’s rough-ground climbing was at its best when the fork and shock were set to the open, Descend option. The GT could then suck up square-edged hits without slowing, bumps that would arrest the upward travel of most bikes. Ascending smoother trails allowed us to make use of the firmer-feeling Trail option for the shock, but we always left the fork open. We did not like the feel of the GT in Climb mode because it caused the bike to ride higher up in the suspension travel, which tended to destabilize its low-speed balance and steering.
Technical riding: The Force LE feels best at speed. The Force can get around corners quite well. It is easy to get from hard left to hard right in a series of corners, but it will skip and slide around on uneven surfaces unless its rider plants the bike firmly in the turn and holds it there. This is not an agile steering bike, so don’t bother hunting for the perfect line on the trail – it does not tolerate a rider who is light at the controls and who constantly bobs and weaves in search of perfect patches of dirt. The key to riding the Force LE is to point it at the next corner and take the straightest line. The GT will bash through and jump over almost anything in its path and the harder you charge, the more obedient the Force LE will be. It has the braking power and the suspension to back it up bold moves, but it will not tolerate indecision. Slow the bike to a crawl and start picking your way down a steep chute and you will discover the dark side of the Force – its tall bottom bracket and firm suspension will most likely push you out of your comfort zone, skidding and bouncing your way to the bottom.
Same goes for technical climbs. The GT has plenty of weight transfer to the rear tire, so loss of traction is rarely an excuse for failure. Keep a good pace or attack the climb out of the saddle and you could scratch your way up some tough sections, but the Force LE’s tallish feel, combined with suspension that is firm in its mid-stroke, make for an unwieldy bike at slow speeds. We got bounced off line in the boulders and caught flailing when rounding tight switchbacks on trail sections that seemed relatively easy aboard other bikes.
Downhill: The Force LE’s shining moments come at speed on downhill tracks, where it is an easy jumper and takes well to fast successions of bermed corners. The Force lands to flat or transitions with equal ease, which gives its pilot the choice to roll rock sections or to choose a big one at the lead-in and jump clear of the boulders. The bike stays at its ride height under braking, which is a good thing, but the rear suspension will feel choppy if the rear brake is dragged into a rough section. Downhill tracks are where the Force LE’s straight-line stability plays well, because as long as there is a decent run-out at the bottom, the GT can be trusted to survive a fairly nasty drop. The chassis feels quite stiff, which is a good thing, because its 66-degree head angle (65-degrees with the Cane Creek Angle Set) puts a lot of torque into the frame when threading the front wheel through boulders or shoving the bike around a tight corner. As a result, the minimal tread of its 2.25-inch Maxxis Ardent rear tire is easily overwhelmed and will break loose easily around flat turns. An edgier tire would be helpful. As fun as it is drifting around on the Force, it’s only a pleasure when the track surface is consistent. When cornering on imbedded rocks, ruts or gravel, the rear of the bike is constantly being upset. The front wheel, however, sticks firmly to the soil - shod with a larger, 2.4-inch Ardent that is more aggressively trimmed with meaty edging blocks and a flatter tread profile.
Component Report: •
Cane Creek Angle Set: Good - the Force LE arrived with its one-degree Angle Set adjusted full slack, which technically results in a 65-degree head angle. We never tried the bike with the steeper option because it would have raised the bottom bracket slightly and it was a little high. Bad – the headset gave off an alarming screech every time we pounded G-outs. Grease and a re-fit of the headset eventually solved the problem.
•
RaceFace two-by crankset: Good – the 36/24-tooth gearing paired with an 11 x 36 cassette was low enough to move the 30-pound monster uphill at a good pace and tall enough to keep up a good head of steam on downhill tracks.
•
RockShox Reverb dropper post: Good – a good dropper post is a must-have on the Force because you need to get low to push the bike around corners.
•
Easton Haven wheelset: Good – tough, relatively lightweight and with slightly wider rims that open up the tire’s tread profile. Bad – difficult to convert to tubeless due to a deep rim well. Three wraps of Gorilla tape were needed to get the job done.
•
Maxxis Ardent tires: Good – 2.4-inch front tire gave excellent braking, rolling and cornering performance, and it mounted up tubeless with little effort. Bad – wimpy 2.25-inch Ardent rear tire was an unreliable pain to convert to tubeless and lacked cornering traction.
•
E*thirteen Heim-2 chainguide: Good – keeps the chain on when back-pedaling and it runs relatively quiet on its clever, two-step roller. Bad – we dropped the chain to the inside of the crankset, occasionally, but enough to wish we had a better chainguide.
Pinkbike's take: | GT's Force LE has a distinct personality that plays well to a hard-charging rider who has no problem throwing a bike around to obtain immediate results. Dan Atherton proves that in the hands of the right rider, the Force LE can be a screaming fast bike - but you have to be that special person to take full advantage of its attributes. The Force LE is well appointed for high-performance Enduro and all-mountain use, so outside of tuning the suspension to your liking and ditching the rear tire for something like a Minion, there are few, if any modifications that will significantly alter its performance or its personality. If you are light on the controls and prefer an intuitive-feeling bike with a good flow, search elsewhere. If you are a point-and-shoot rider who makes motorcycle noises while smashing corners, GT's Force LE could be perfect for the job.- RC |
Fox shock performs quite ok in single pivot designs.
High BB and steep 66 HA tend to destabilize the ride, looks like there is too much flex and induced bearing binding in the i-drive - the BB aera looks underengineered. Oversteer is a sign that front and rear might not rotate in a predictable way and are outof alignment. Something is wrong with the design of the BB/rear suspension.
I have a 2009 force one and don't have these issues now the Fox is gone. Why don't reviewers just say its no good having to keep faffing with dials all the way round the trail? Are you all scared of Fox? Are they the mafia?
That said, considering the article says, "combined with suspension that is firm in its mid-stroke", it seems they were seeing the same things you were before junking the junk Fox CTD.
But oh well..... I'll get neg-propped too I'm sure.
From this article, it's as if PB is demonizing a 30# bike. In reality, a 6" FS alloy-frame 26" bike with all of the modern amenities like a telescoping post, tubeless, high-end wheels, wide alum bars, a bash guard, a proper 6" fork, and a full drivetrain is easily 30 pounds yet pretty affordable, and completely usable as an all-day bike. It sounded to me from the article like the GT needed to be lighter to be a contender.
To me a(nother) reason to shy away from 29ers is that it's even more challenging to create a big-wheel bike with usable travel, durable and light wheels at this weight figure. So if that's what you're saying, I agree somewhat. But I'd want more than 140mm travel. I'm waiting for the next crop of long-travel FS 29ers, like the Mason FS and the Enduro 29er.
That was meant as sarcasm bro. RC loves his 29ers and raves about them, and fails to mention that the lightest and highest end trail (not even all-mountain) 29er builds are rarely under 27 pounds. But the one time he is reviewing a massive travel 26" meant to take the huge hits, he knocks the 30 pound weight.
it seems like reviews of affordable 29ers rarely ever discuss the weight penalty of the bigger hoops.
now that i have a titus el guapo , i can tell you that fsr climbs better than i drive , on the downhill side of things the idrive was amazing, that is until a weld broke (rear triangle) and the lifetime warranty promised turned out to be warranty on the stickers not the frame, that's when i got the el guapo! (800$ frame!).
its a great bike but not at the 5k range!.
www.specialized.com/us/en/bikes/mountain/endurofsr/enduroexpertevo
Still tuning my El Guapo, So I'm curious about a few things (If you're happy with your setup) What rear shock are you running? and you mention that the GT was amazing on the DH side, do you find the EG to be less so, even accounting for the 1 degree steeper head angle? I'm thinking about an angleset for mine.
my gt was a large frame and the EG is medium so i think it is the main reason why i felt the gt was amazing downhill.
as for the 1 deg i ran 160mm fork(55's) on the gt so i got a slacker than stock head angle.
long story short i think i just need to get used to my EG and maybe loose some weight and/or replace the monarch .
and for the price that i got it i really cant complain.
However, I'm pretty sure that most cons can be attributed to 2 simple causes: The whimpy rear tire, and the CTD shock @25% sag!
I ride my sanction with a Manitou Evolver ISX-6 with at least 30% sag, and it's just great! I just don't get why these tough enduro bikes are being set up with XC platform dampers anyway...the 150gr they save?
And my experience says you are right on the money concerning sag! In Super D's, this should be more of an issue since those have sections where you have to pedal AND some downhill as well.
But for Enduro nobody is timed going up so why keep the XC setup when it's time to point the rig downhill?
www.pinkbike.com/photo/8937768
RC
You need a truck, jeep or trailer.(5k-50k)
A bike only needs a $500 rack.
"The good stuff trickles down". Beautiful and eloquent wording right there.
www.pinkbike.com/photo/9233488 So, after far too many upgrades, its still a mediocre trail all mountain bike. If I had to do it all again, I'd have gotten a bike with a better design, that didn't crack on me after only a year of riding.
Before I owned a 2011 GT Sensor 1.0 (no squeak from the pivot) and a 2011 GT Force 1.0 (which I heavily rode for a year, with no squeaks from the pivot).
I love the I.Drive, and as long as you take good care of it, it will work fine.
2012 was the last year GT produced the Sanction. In 2013 they just renamed the Sanction 1.0 as Force LE. The 2012 Sanction 1.0 is a similar bike, probably has better specs than the 2013 Force LE, since the Sanction came with an XTR derailleur with clutch, a 36 Fox Float 160 without the CTD business, and the same CaneCreek angleset and RS reverb found in the LE.
I agree with the test report about the riding style required, but it makes me want to go faster,
Having owned and ridden for a while GTs, I can say that this one feels much more well set than the regular Force, probably because of the slacker angle and longer wheelbase, and I have yet to find a terrain that will stop her, steep downhills full of broken rocks are a piece of cake at speed with this baby.
On the negative side I miss the 2.4 Ardent I had on my 2011 Force, but that is an easy fix, and the coil shock I put on the rear suspension, I am looking to upgrade to a DSP Dueler once available in the 7,5 x 2 size required. Everything else is as tough as it can be, and I am happy to keep on buying these bikes.
For me I found it blew through rear travel too much. Now I run a volume spacer in the RP23 and it feels a lot more like my DH bike. Best mod ever. Try this before you swap shocks. www.jensonusa.com/Fox-Float-Volume-Spacer-Kit
I ride this thing like my DH. Just dont need the truck to get to the top anymore.
Great photos, and thanks for the review. I'm a huge fan of the GT I-drive, and it's good to see it getting some exposure.
-Aren't Havens UST? No tape required.
UST tires are designed to fit tight perfectly every time, and don't require any sort of sealant at all to retain air. The tires have stiffer casings and often weigh significantly (50% extra is pretty typical) more than regular tube-type versions of the same tires.
RC
There may be many reasons not to buy any number of bikes out there. However, I bought my GT carbon Fury for a few great reasons: at-speed pedal efficiency, balance, handling and stability. She's agile, fast and feels oh-so-good... GT makes great bikes and the Force is another one of those great bikes. You have to be prepared for certain eventualities, such as pivot lubing, etc.
Obviously, I drink plenty of the punch.
both are amazing systems especially for uphill but can get a little stiff and harsh for the downhills.
and like many others who owned a GT, the pivots are CRAP as they produce really loud 'cracking' sound after a few rides.
GT should look into this problem which is the reason why many (including me) riders do not prefer to own a GT.
made my day !
Why is this "bad" according to RC? Some of us are perfectly happy using tubes.
If you want to go tubeless just get a UST Wheel and UST tire and do it right.
But don't knock the bike for not being able to "ghetto convert" to something it may not have been technically designed for in the first place.
"More than one test rider remarked at how stiffly the rear suspension was sprung before riding the bike..."
Then....
"Cornering on gravelly surfaces will send the Force's rear end hunting for traction. When the tire does break loose, the bike is easily controlled, but the GT could benefit from more substantial rubber."
"An edgier tire would be helpful. As fun as it is drifting around on the Force, it’s only a pleasure when the track surface is consistent. When cornering on imbedded rocks, ruts or gravel, the rear of the bike is constantly being upset"
It seems to me that the suspension was too stiff, just as hinted at in the first quote. That said, the 2nd and 3rd quotes are the results of this. Blaming it on the tire isn't really fair. Tire choice can go a long way to help with this issue, and if you prefer a stiff setup in the rear, then a different tire pretty much is the only solution for introduction more compliance into the system.
The problem with a stiff shock setup and too little or too stiff of a tire is that there is not enough give or compliance in the system to absorb the small stuff that warranted the 2nd and 3rd quotes. Now the tire can't even stay in contact with the ground consistently enough to maintain traction, which results in it skating across the surface. Or drifting as we like to call it.
This also explains why the bike started to "make more sense" as the speed went up and you elected to choose the straightest lines through corners.
All that said, I would seriously bet that a different shock AND a different rear tire could give this bike the ability to carve and maintain traction while losing none of the ability to ride it with just plain brute force.
Im running 140marz, 1/4 inch shorter rp23, a steve peat styule cut nev in the front.I have it set up as 2x9 (24/38- 11/34) with x9 derailleurs and xo shifters,720 bar,60mm stem. On an mavic wheel set.
I find riding it at slow it is def awkward. When I relax my grip on the dh's and just point it and let it go it seems to be very predictable and bomb over roots and rocks that make me cringe. Oh yeah brakes who needs brakes , it likes speed..
I have a Force LE for sale here: www.pinkbike.com/buysell/1265787
Perhaps Dan, being from a downhill background and being somewhat fitter than most actually finds this bike pretty agile. I guess we'd have to see one of his setups to say for sure but from what I've noticed, actual enduro racing only really counts on the downhill time so naturally the sacrifices would be on the climbing performance. The negatives noted in the article probably translate into confidence once up to race speed... Which is likely the goal.
I'm interested to hear what you would see as a "really good bike".
I think you're right, the average trail rider probably wouldn't suit this bike but I think someone with a strong downhill skills would see it differently.
Don't ever change mate, I apreciate your knowledge even if I don't see it quite the same.
Ya dig?
Saidrick, what drivetrain are you running without a guide? Clutch rear mech?
www.gtbicycles.com/nor/2013/bikes/mountain/all-mountain/force-carbon-pro
Great bike.
At a quick glance it comes with the same geo as the standard force, and a CC angleset to give it a degree either way. 160mm fork and a few other goodies, but otherwise same frame as far as I can see(?)...
If its not a hardtail carbon 29er its gay