Transition Bandit 26 Inch Review

Oct 29, 2012
by Brad Walton  
 
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TESTED
TRANSITION
BANDIT
BY BRAD WALTON
Light in the Legs
Transition has come a long way since its beginnings as a designer of burly, price-conscious freeride bikes. From those initial offerings their product has evolved into a fleet of simple and refined models with options for top-end build specs. The Bandit is Transition's foray into the trail-bike market, and at 26lbs for a 5" travel bike, the price isn't the only competitive aspect. Available in four sizes, three colours, two trim levels, and in 26" or 29" wheel offerings, the Bandit sports all the modern details found on pricier frames from larger companies. Hydroformed tubing, a tapered head tube, and a convertible 12 x 142mm rear complete the package to create a relatively lightweight bike that sits just shy of cross-country nomenclature.

Bandit 1 details:

• Purpose: all-mountain/trail bike
• Hydroformed 6061 aluminum frame
• Rear wheel travel: 130mm (5.1 inches )
• Tapered head tube
• 12 x 142mm rear axle
• ISCG 05 chain guide tabs
• Fox 32 Float 140 RLC fork, tapered steerer, Kashima, QR15
• Fox RP23 shock, Boost Valve, Kashima coating
• SRAM X0 2x10 drivetrain
• Crank Bros Cobalt 3 wheelset
• Weight: 26.5 pounds (w/o pedals )
• Sizes: S, M, L, XL (tested )
• MSRP: $4,799 USD



Integration is a running theme with the Aurum.  Fork bump stops, clean hardware, and seat post binder show the forethought Norco has put into their new DH sled.
Transition utilizes the now-industry-standard tapered head tube and the flowing lines of a hydroformed tubeset.

Modern appeal
The Bandit is Transition's first full-suspension bike designed to excel at going up the mountain, so a lightweight chassis is the foundation for the bike's all-around build kit. A hydroformed aluminum tubeset follows the industry trend of swooping lines that emphasize strength where it's needed and save weight where it's not as critical, while the tapered head tube, one-piece upper suspension link, and 12 x 142mm rear axle help to keep things stiff. A water bottle cage mount, full-length seat tube, and cable routing for dropper-style post make the Bandit a suitable rig for nearly any type of ride, and Transition has even spec'd the 130mm travel bike with ISCG-05 tabs to allow a guide to be fitted. All of that adds up to a 7 pound frame (including the rear shock), a number that may not sound that impressive, but the Bandit certainly has an air of solidity to it that we don't see from all trail bikes.

 The Bandit's rear dropouts are convertible for using 142x12mm thru-axle or 135x10mm q/r.
The Bandit's dropouts are convertible between a 12 x 142mm thru-axle system or a standard 135mm QR.

Suspension simplicity
Transition's full-suspension bikes utilize simple, linkage-driven single pivot layouts that are regarded for their reliability, ease of setup, and lack of required maintenance. An intricately shaped upper rocker link complements the beefy, CNC-machined chain stay yoke, both adding stiffness to the rear of the bike. The faux-bar linkage employs a seat stay clevis pivot, and cartridge bearings are further sealed from the elements with alloy bearing covers at all pivot points.

 One-piece, CNC-machined rocker and chainstay yokes help to reduce frame flex in the Bandit.
One-piece, CNC-machined rocker and chainstay yokes help to reduce frame flex in the Bandit.

Component check
Our test bike is a Bandit 1, the higher-end of the two complete Bandits on offer (the Bandit 2 comes with the same Kashima-equipped suspension units, but a mostly X7-level build kit ), and comes loaded with a SRAM X0 2 x 10 drivetrain, brakes, and carbon cranks. FOX's 140mm travel Float RLC is used up front, with a matching Float RP23 Boost Valve shock out back. Both units receive the Kashima treatment as well. The bike's Crank Bros Cobalt tubeless-ready wheels are sure to capture attention trailside. Available as an option from Transition, our bike also came with RockShox's Reverb height-adjustable seat post, which we felt was nearly a necessity given the nature of the bike. Transition is a relatively small company, so changing parts within the build spec isn't entirely out of the question. We opted out of the stock Thomson 70mm stem, going for a Truvativ 60mm model instead. The only part of the bike that feels out of place to us is the 720mm Crank Bros handlebar - we'd love to see it come stock with something a bit wider, but this will come down to rider preference.

 Fully loaded from the factory, the Bandit certainly appears to be one fast trail bike.
Fully loaded from the factory, the Bandit certainly appears to be one fast trail bike.



Specifications
Release Date 2012
Price $4799
Travel 130
Rear Shock FOX RP23 BV Kashima
Fork FOX 32 Float 140 RLC Tapered w/Kashima QR15
Headset FSA Gravity DX Pro
Cassette SRAM PG-1070 10spd 11-36
Crankarms SRAM X0 GXP, 175mm, 38/24 rings
Bottom Bracket SRAM
Rear Derailleur SRAM X0 medium cage
Front Derailleur SRAM X0 high clamp
Shifter Pods SRAM X0 10spd
Handlebar Crank Bros Cobalt 3 Riser 720mm
Stem Thomson 70mm
Grips ODI Cross Trainer X Lock-On
Brakes SRAM X0
Wheelset Crank Bros. Cobalt 3
Tires Maxxis Crossmark 2.1 Foldable
Seat TBC Park N Ride Diamond Stitch
Seatpost RockShox Reverb



Riding the Bandit


Bike Fit
Transition offers the Bandit in four sizes, ranging from small through to extra-large. Riders in the 6'2" area will find themselves right in between the large and extra-large size, but since the Bandit is meant to be pedalled, we opted for the larger of the two and outfitted it with a shorter 60mm stem for aggressive riding. Throwing a leg over the bike gives an immediate impression of a short cockpit, which keeps us from feeling overstretched on the larger size. What may come into conflict for some with the larger size is the length of the seat tube combined with a dropper post. At full extension for the Reverb, saddle height is just a touch higher than we would like, with the post's threaded collar keeping it from being lowered into the frame an further. The XL-sized bike sports a 21-inch seat tube, as well as a very long head tube, so take this into consideration if you're swapping parts off of your old bike.


 Despite it's lightweight build, Bandit's low bottom bracket allows the bike to remain stable at speed and in the rough stuff.
Despite it's lightweight build, the Bandit's low bottom bracket allows the bike to remain stable at speed and in the rough stuff.

Climbing
Being the first of its kind for Transition as the company's initial sub-30 pound full-suspension bike, the Bandit has certainly hit a bull's-eye in the weight department, but there is much more to a bike's performance than what it hits the scales at. The Bandit proved to be a capable climber, but also a bike that benefits from a suspension-firming pedal assist. In the fully-active position, the CTD-equipped Fox RP23 shock elicits some power-damping characteristics on sustained climbs that is relieved with the flip of a lever, but this setting also eliminates the helpful traction benefits of active suspension on technical climbs. When out of the saddle mashing commences for those brief, steep uphill sections when it isn't feasible to reach for the shock's blue lever, the bike tends to squat a bit as the chain tension compresses the rear shock - not ideal. Aside from pedaling characteristics and geometry, the relatively lightweight feel alone creates a playful bike that accelerates quickly on the climbs regardless of the rear suspension's overly active personality.

The bike's steep seat tube makes for a comfortable pedalling perch without the long-reaching feel that many trail bikes have, and this combines with a short top tube to give an upright cockpit that puts the rider over the front wheel. This helps to keep the bike from wandering, but it also offers a rider position that will likely feel more at home to a downhiller than a true, stretched-out XC arrangement. The low, yet upright geometry makes for a compact feeling cockpit that excels in tight and twisty singletrack, but you'll need to watch those pedals - it takes some advanced planning when climbing trails infested with low stumps and other pedal catchers.


 Bandit may be cross-country capable, but XC is certainly not it's limitation. Transition has designed the frame with a strength-to-weight ratio that makes the Bandit light enough to cover lots of ground, but strong enough to endure bits of technical terrain.
The Bandit may be XC capable, but XC is certainly not its limitation. Transition has designed the frame with a strength-to-weight ratio that makes the Bandit light enough to cover a lot of ground, but strong enough to endure bits of technical terrain.

Downhill
Transition's Pacific Northwest roots are immediately apparent in the Bandit's tight and responsive geometry. Technical trail is the bike's forte, but that's not to rule out high-speed stability when the trail opens up. Lightweight bikes generally have a tendency to dance around obstacles rather than plow through them, but we found the Bandit to offer more of a hold-on-and-go type ride. We were impressed by the bike's active suspension feel regardless of terrain - very plush for a 5-inch-travel bike. Suspension does not seem to be hindered by braking forces. Overall, the Bandit's suspension largely goes unnoticed to the rider in meandering cross-country terrain, working as it should in all conditions to keep the rider focused on the trail ahead.

The Bandit's bottom bracket height, which we found to be very low on technical climbs, makes for a very good time on long descents and in tight corners. Sub-17-inch chainstays add to the effect, resulting in a bike that absolutely shreds quick corners. This is where DH similarities end, however, as the Bandit is subject to flex with its lightweight component layout. Though the frame has lots of features designed to keep things stiff, the Fox 32 fork up front and the Crank Bros Cobalt wheel out back have a decidedly XC feel. It is possible to ride the Bandit hard on trails normally suitable for bigger bikes, but heavier riders will certainly notice the lack of rigidity in these parts specifically.

Air suspension is ideal for the Bandit and Fox's CTD shock makes it easy to dial in a suspension setting with enough sag to absorb minute trail nuances yet resist bottom out under hard compressions. We're not much for flipping levers, but riders with a short-term memory sufficient enough to remember to use these trinkets will be rewarded with increased performance out of the Bandit. Fox's CTD shock platform dominates the lever-flipping market, with lever positions on both fork and rear shock specifically targeted to optimize performance while climbing, trail-riding, or descending. We found the Bandit to perform at its best with the CTD levers set in the open 'Descend' position for the fork - although we were required to over-pressurize the fork to attain predictable suspension action - and in the middle 'Trail' position for the shock. This negates having to think about flipping levers pretty much ever, and creates a good balance of active suspension for technical climbing and suitable damping to keep from bottoming out under hard compressions. Opening the damping to the 'Descend' mode on the shock makes for a more lively ride, but the bike tends to blow through its travel too quickly unless it's pumped up to the point that it loses small bump compliance.


 Cornering XC trails has rarely been as fun as aboard the Bandit. A lightweight bike combined with aggressive geometry make for a really good time.
Railing trails has rarely been as fun as aboard the Bandit. A lightweight bike combined with aggressive geometry make for a really good time.

Component Selection
The Bandit's build spec leans more towards lightweight trail components rather then a burly all-mountain build. As a plus, weight is minimized. The downside is some loss in the rigidity department, which is a shame considering all the details incorporated into the frame to enhance its stiffness. As a whole, we find the Bandit 1 to be a pretty solid build, with the exception being the wheels when considering a rider over 150 pounds. Most riders under this weight will probably prefer something of the carbon variety to get even lighter, but for the money, the Bandit is hard to beat. The Bandit 2 build spec is about two pounds heavier and $1500 less expensive, and also specs Transition's value-packed traditional 32-spoke wheelset.

The only gripe we had with the Bandit's spec was the finicky Cranks Bros Cobalt wheels, particularly the rear wheel. From the beginning of the test, the rear hub made loud popping noises on hard climbs as though the hub pawls were protesting their job. No, we didn't have a driver failure, but the sound was unnerving. The rear wheel also lost its tension entirely too quickly. The first handful of rides went great until we started to get a feel for the bike and really began to charge the corners. Under hard use, the spokes came loose, eventually requiring re-tensioning.


Technical report

• Fox's 32 is great for a lightweight long-travel fork, but bigger riders will feel significantly more confident with a stouter steering chassis.
• Our SRAM X0 front brake stopped working on one long, steep descent, but picked back up again after cooling off. Bigger riders will want to look at jumping up to a larger rotor size than the 160mm stock unit.
• The 720mm wide stock bar will be plenty for many riders, but fitting a wider version will slow down the bike's handling a touch, a plus for someone who also spends time on downhill bikes.



Pinkbike's take:
Transition's first lightweight full-suspension bike fills the niche of aggressive cross-country or 'trail' bike. It isn't supposed to be the most versatile bike on the mountain, but it does offer potential for those few tricky spots where cross-country bikes fall short. Riders from an XC background that are looking for something that's a little more fun yet still efficient will not be disappointed with the Bandit. The ideal Bandit trail covers rolling hills with little elevation change, lots of trees and twisty trail, and rough, technical roots and rocks (no coincidence that that's exactly the type of trails that surround the area where Transition is based out of). Seated spinning offers the most efficient and smoothest ride out of the Bandit. Sustained steeps are not the Bandit's crowning achievement, nor is it the bike's intent, but the nature of the Transition brand means that technical features and small bits of aggressive terrain are more easily negotiated than with other bikes of its class. Given the spec and geometry of the Bandit 26er we tested, we're betting the 29-inch-wheeled version suits its purpose even better. -Brad Walton



www.transitionbikes.com
Must Read This Week

154 Comments

  • + 161
 Love it. Glad to see a 26" bike, I'm sick of reading about 27.5"
  • - 22
 Seriously??? I'm stoked to see a 26" bike as well, but I'd rather hear about 27.5 over 29rs which seem all the rage but don't quite live up to the hype so far IME.
  • + 10
 29ers are still quite rare here in Blighty. They are creaping in though :/
  • + 16
 Seeing 26'' wheels is wierd, i've gotten used to reading about how amazing 27.5 or 29 inch wheels are... This looks like a keeper in my books
  • + 30
 i dont really see much uniqueness to this bike, looks like any other trail bike
  • + 8
 I think this whole 26, 27.5, and 29er is all a smoke screen to increases prices. This thing will run you about $4800!!! I know it has all X0 parts, but even so, when will we see the prices go down?
  • + 7
 Prices go down? Never happens unless you consider trickle-down of technology to lower component & price levels. Twenty years ago (1992 model year), the best STARTING price point for a bicycle in canada with a suspension fork was about $1500 retail for a steel framed hardtail (albeit a NICE steel frame), with Deore DX or XT level components (or maybe Suntour XC-Comp). The cheapest production bike with a full XTR group was a fully rigid steel frame hardtail from KHS for $2000.

The 1993 model year saw some major trickle-down though as less expensive suspension fork offerings became more plentiful and shimano did a major re-design of their component groups to trickle down the technology from the then new XTR. So we started to see actual full suspension bikes for around that same price level with decent components on them. But the bike that the year before you wanted with XTR parts went up in price. But you could get similar drivetrain features on a Deore LX equipped bike for half that. The same thing happened with 29ers when they gained a strong market presence and will now happen with 650B bikes... the frames aren't the expensive technology part of the bike, its the components you need to build the bike up. Last year the cheapest production 650B officially compatible fork was an X-Fusion Enix around $400 retail. But for 2013 SRSuntour have a host of models coming out and we'll start to see forks around $200 retail in the size, which will let manufacturers start to offer cheaper production bikes for the format.
  • - 7
 looks abit like a blur
  • + 5
 This time next year you'll be reading this same article about the same bike in a 650B wheel size.
  • - 1
 Why i see a specialized enduro(2007-2009) with a horizontally put rear shock(same link and position like Cannondale rize 130)???!!!
  • + 1
 @nickroy... and I see an older model Jamis Dakar or Green Cycles Rocket, or Kona Sex One/Two design... there's very little "NEW" in bicycle design... and single-pivot linkages have been layed out like this for TWENTY plus years on mountain bikes.
  • + 6
 Awesome bike. But an honest review shouldn't be singing the praises of a linkage driven single-pivot design. In reality, that design is chosen mostly because it is not encumbered by patents. When the FSR patents run out in a few years, perhaps then we can all stop kidding ourselves about these designs. They're ok, but not as good as if the lower seat stay pivot were moved to the chain stay.

Now before transition fans get all pissed off. Note that this isn't suggesting they made a bad decision or a bad bike. But rather, if it weren't for patents, they'd be able to make this bike even better.

Unfortunately, the dual-link/vpp type patents are much newer and we will all be old men and women before those become available to every bike manufacturer.
  • + 7
 Actually the ORIGINAL Santa Cruz owned VPP patent isn't much younger than the horst-link patent. They were both granted in the mid-late 90s. In any case, many so called "patents" on suspension linkages are only applicable in the USA. Most patent systems in other parts of the world actually fund the organizations properly, employ actual folks with brains to work in them, and don't award frivilous patents for things that the existing rules on patent applications apply to already. All patents are supposed to pass a test of obviousness, that is... if anyone who works in the field the invention is supposed to apply to, with average intelligence and knowledge could have thought of it themselves, then its an obvious idea and not valid for patent protection.
  • + 1
 Deeeight is spot on with this one...

Patents originating in the US only have bearing IN THE US (or maybe all N.America???)... It's a little outside the realm of bikes, but have a look at the "new cars" being designed in China right now... We have a myriad of older Lexus LS copies and even a line for line copy of the BMW X5 with an "astounding" 4 cylinder engine in it that makes my 22RE look like it's from the future... Apparently Canada also has to deal with Patents from the US as well though as Norco WAS from the begining liscencing the FSR susp. from the Big S and calling it "VPS"... Not sure how it all breaks bown, but I know MANY Euro compaines make bikes with very simillar suspension layouts to N.American bikes (the "horst link" is one major example seen ion LOTS of bikes not originating in N.America) and I don't believe they're liscencing the layouts. Also, it's not so much the physical "LAYOUT" as it is the axlepath and leverage curve etc. that's patented with say layouts like "DW link", VPP and what not... FSR has to do with the actual placement of the link and may well be somewhat unique in this, but I'm not positive about that.
  • + 2
 Horst-link / FSR patents are valid only in the USA. They don't apply in canada. Norco licenses it because they choose to market their line in the USA also and don't want to bother with having a seperate series of US only models, or doing as Giant was willing to do, and just not waste time with the US market for certain models (Giant initially wasn't going to bother selling their NRS models in america, because the limited market wasn't seen worth the trouble of negotiating a patent license). Ghost bikes from germany for example employ horst links, and they sell in canada but not in the USA. To many brands, the US of A really isn't that big of a market for upper price level bikes. The majority of americans do NOT frequent sites like this, and they do not ride bicycles above the level sold at Target/Walmart stores.
  • - 1
 I personally think the bandit is pretty ugly and unnoriginal looking. I'm not one to hate on much that goes through the news feed on pinkbike but I just find that transition is kind of going in the direction of specialized in their designs whether thats bad or not. The bandit in my oppinion looks like a specialized stumpjumper with some TR logos, not hatin, just observing.
  • + 0
 @Deeeight: Ah, now I see... good insight. Interesting what youre saying about "U.S. buyers"... I hapen to live in an area where were "in the bubble" (I don't have any concrete numbers but I'd imagine that Portland Oregon might well be one of the biggest markets for every single type of "outdoor gear" on the plannet, I'm sure Vancouver is simillar in CA and right up there with Portland) but I'd have to agree, as a nation we certainly don't buy many mountain bikes. WHile there are TONS of us Yanks on this site, we, inreality, represent a minority among our countrymen. It's funny, even friends who call themselves "avid cyclists" , Think mountain bikes come in two varietys: "Frnt shocks and no shocks" and thats it... Trying to explain FR/DH or AM riding/equipent to them is like talking string theory with an "unexceptionaly bright" 2 year old... Personaly I don't think you can call yourself an "avid cyclist" if you can't bunnyhop Wink hahahahahahaha

@njhop: You're not alone, I feel you... I KNOW, being a Transition that it's a well designed and well built bike that serves a purpose, but I wasn't smitten with it when I first saw it. Not like the first time I saw a 2012+ Spec. Enduro/Evo, Comm-e Meta SX or even a Tranny Bottle Rocket/Double or TR250 Drool ... Now the Covert Carbon... that is a SEXY bike... The frame shaping is just unreal and so sweet looking IMO.
  • + 2
 Part of the reason you see the same designs from 20 years ago is that they work! They've just been refined on the scale of mm differences in pivot points and shock mount locations. Something pointhe note is the DW suspension designs that have migrated from one company to the next. The DW link is perfect and any company to have the patent is likely going to do well. Expect to see designs like the DW link and ones similar for a very long time if not forever. the point is that there's no need to reinvent the wheel so to speak.
  • + 4
 Well the DW-link is one of those ideas that were ripped right from motorcycle/automobile suspension linkage designs... using the linkage paths to tune in anti-squat into a vehicle, so that the act of accelerating doesn't transfer the mass of the vehicle in such a way that upsets it and causes it to lift off the ground at the front (which a rider naturally adjusts for by shifting their body forwards... and when you're pedaling that leads to bobbing suspension).... that's VERY VERY old knowledge. Drag racers figured that stuff out in the 1950s. But DW described it creatively and the US patent office just blindly awarded him a patent without any real thought or review. The reason isn't that Dave's idea was actually new and thus deserving of protection, but because the majority of the US patent office budget comes from patent fees, and its in their own best interest to grant as many patent applications as possible each year. I knew a fellow who a decade ago, to prove how broken the USPTO was, paid the fees to apply for patents for what essentially were (after you sifted thru the description gobblygoop language) "FIRE" and "THE WHEEL". He was granted patents for both.

More recently, we have Apple getting patents for "rectangles with rounded corners" for the shape of their iDevices and also for the display icons used on those devices. Now I hate to be the bearer of bad news here, but the very first actual mobile cellular phones...were basically rectangular boxes with rounded corners.... so that way of shaping a phone handset... pretty publically common knowledge... but not to whichever moron at the USPTO was reviewing that particular patent application from Apple apparently.
  • + 0
 Datey, how can you pretend to know so much about patent law in a prior comment ("All patents are supposed to pass a test of obviousness" etc) while making this idiotic point about the dw-link patent. If a suspension design is prominent in auto applications that doesn't extend it automatically to bicycles. It's a different application. Nothing dumb or wrong about Weagle getting a patent for dw-link.

Now, if you want to argue open landscapes on IP that's a different story, but in that argument you have to say all patents are bad ideas or stupid protectionism.
  • + 1
 Interesting comments on patents. I didn't mean to set off a political or nationalistic debate when bringing up the topic. Indeed, on an international website, I should have been more specific when referring to limitations that apply to American bike companies such as Transition. The point was just that when reviewing bikes, it seems naive or dishonest to describe a faux-bar bike as a good thing. While it really isn't that bad, it is more accurately described as a necessary concession due to the cost of licensing more sophisticated, patent encumbered designs. It seems that much of the bike industry, including riders and writers, are currently unwilling to address this topic head on. We see review after review of single pivot, linkage driven bikes... all without ever daring to mention that axle path and brake interaction are not as good as they could be.
  • + 2
 I'd say it's a bad idea to talk about "faux bar" in any context. Most people contrast "faux bar" and "four bar" as if that contrast tells anyone anything meaningful. We can thank Richard Cunningham for this bad trend, he's the one who got everyone all amped up on "four" versus "faux" while obscuring the point that the real divide during the 90s and early 00s was Horst vs non-Horst, and those multi-bar systems vs single-pivots with solid rear triangles (Orange, Santa Cruz, etc). Originally "faux bar" was supposed to suggest non-Horst, but it got confused because Horst and non-Horst both can have 4 bars and the rear pivot's location is what distinguishes Horst from non-Horst.

See what a mess it made?

The easiest way to sort out that comparison is to go back to the mid-00s and compare Ventana bikes with Turner bikes. Aside from their DH bikes, Turner were Horst, Ventana were 4-bar linkage-driven single pivot. They looked almost identical. The rear pivot was the quickest way to distinguish them, outside the geek's world of kinematics and leverage ratios and calculations.

I'm not sure I agree with the rest of your comment. What we have now in FS designs is a variety of flavors. None is best. Each rider will find something he or she gets along with better than another design. I've enjoyed riding solid-swingarm singlepivots, linkage-driven singlepivots, Horst link, and dw-link. I can't call any one of them "best" and I don't think we're ever going to see a single "best" design come out as the winner.
[Reply]
  • + 22
 I love my Bandit 26". I was excited that Transition finally offered an XL frame. With a 36 fork, Haven wheelset, 50mm stem and wider bars, it has a pretty solid feel for fast descents.
  • + 7
 those wheels.... SOOOO NICE!
[Reply]
  • + 13
 what a pile of shit, i don't know about everywhere else in the world but affordable rugged bikes LMFAO, here on earth they ain't they are just as expensive as the rest and in a lot of cases more than the rest, these write ups are so full of shit every single bike is amazing blah blah blah say the truth for once.and do an honest write up.
  • + 34
 and how every single stock spec'd handlebar is too narrow...
  • + 5
 Affordable must mean under 5 grand. I thoigjt it was a good review. My take aways is that its a light bike that shines in slow techy shit and cornering. But it sucks on climbs and the wheel upgrade is a waste of money.
  • + 10
 Some shit kicked up on either here or dirt site before about the whole ' every bike they review is great ' thing , and we were told , " we do test shit bikes but they are so bad we don't want to waste your time " ...WTF , surely if a product is total shit they should TELL US so we don't waste our money finding out that it's a pile of after birth
  • - 2
 you should make your own bike
  • - 10
 if you really like biking, stop complaining about expensive bikes. you didn't choose a cheap sport! go play soccer if you handle the price, even the poorest of the poor can do this sport if they really love it, if biking IS NOT your priority, then you are going to have a sh*tty bike. save your money, buy a used bike, i dont really care just sop complaining about not having enough money to by a bike when you keep buying other sh*t instead, it.is.possible. so stfu!!! pleaaseeeeeeee omg
  • + 1
 we are entitled to our opinions if you don't like it don't read it, as for a cheap sport it is not a cheap sport but once was, and second don't tell us to stfu mr keyboard warrior sitting at home thinking your Mr tough guy sniffing your mums underwear. so as politly as i can go fuck yourself.
  • + 5
 Not sure if that was the most positive review, andyd2506. What I got out of it was: Wheels are sketchy at best, and POSs at worst, seat tube may be too high, fork sucks for serious riding, doesn't pedal standing up well, and it's kinda flexy.
  • + 4
 NorthEasternDH, while I understand your point, I think we should always complain about expensive bikes! Do you like paying so much? Do you think a decent bike should cost more than $4000? Wouldn't you rather have more money to work less, travel more, buy lift tickets, beer, gas, etc?
  • + 8
 "it's a pile of after birth"....PB quote of the month.
  • + 10
 Nobody NEEDS an expensive bike. The sport started with guys riding 40 pound pogo sticks and could ride circles around all of us. Price doesn't equal value and if you say a more expensive bike means you're more invested in the sport (no pun intended), or that you're a better rider because your bike is more expensive than somebody elses then you're a dickbag and ride for the wrong reasons. True, you often pay for what you get in terms of reliability and durability but I am damn sure if you are riding a cheap bike you're going to adapt your riding and be a better smoother rider. Too many people use their fancy bikes as a crutch to soak up some of the unnecessary abuse they put the bike through because they are choppy and have poor technique.

Anything will break but you can point any bike down and it will go. Anyways, my point is expensive bikes are not a right, they are a privelege and do not make people better.

Who wants to read reviews about shit bikes? When I want help choosing things I don't want people showing me garbage, it's a waste of time. I think of these reviews more of recommendations.
  • + 1
 @ COjayhawk --

"and how every single stock spec'd handlebar is too narrow..."

Yep. That's a way for the writer to show he's hip to fads and trends. "I"m a tough guy rad rider honch because I talk crap about narrow bars and if you're not riding at least 32" bars you're a loser." The best bar width isn't a matter of trend or fad. I think it's funny that the test bike has 1" of spacers with a 0.5" rise bar. Skip the spacers and use a 1.5" rise bar and you're in the same place. But that's not trendy.
  • + 4
 A wide stock bar gives the end user the option to cut it to their specs rather than have to buy a new handlebar just to get an extra inch. Riders with broader shoulders would appreciate it if manufacturers would catch on to this demand, but it doesn't seem to register. Regarding the spacers, it's a test bike, so we're not going to cut the steer tube shorter in case the next user prefers it long.
  • + 2
 I've missed you CFOxtrot. Can I be a tough guy rad rider honch?
  • + 1
 @Session603, I think only the "journalists" writing in the MTB "industry" can be tough guy rad rider honches. After all, if they didn't project that image, they couldn't consider themselves heroes and saviors while obscuring truths in favor of fad promotion.

@bradwalton, that's a Cunningham-esque solution in search of a problem. People want to ride 32" wide bars because they want to imagine themselves a World Cup DH rider, they like to think they too ride at Mach Stupid and therefore need the "control." It's funny how fads work in the "industry." First a noted slopestyler wears girl jeans, then everyone wants to wear girl jeans but most are afraid to do so, then a journalist wears them in a self-photo-shoot and suddenly the masses think it's okay. First Sam Hill rides Renthal bars on a Sunday, then everyone wants a Sunday with a Renthal bar "slammed low" and then a journalist endorses it and soon everyone's actually doing it. Meanwhile, nobody's stopping to ask whether girl jeans make you ride better, or whether a slammed low superwide bar actually makes you ride better. And then a journalist thinks of rationalizations to excuse the fad, and says "well you can cut your bar to size," as if everyone spends time dialing bar width with a hacksaw.
  • + 3
 Well that's unfortunate news. Yet again my dreams are destroyed on pinkbike. I guess I will just have to focus my energy on becoming the gnarliest broseph ever to give a rad high five.
  • + 2
 CFO- so you're saying the manufacturer should determine the exact appropriate dimensions of every aspect of the bike to meet a wide variety of consumer demand? If this is the rationale, why are various size frames even offered? Bro, this whole frame sizing thing has turned into one ridiculous fad! We better send a journalist in before people catch on...
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  • + 11
 I have the 26 bandit i brought just the frame so i have my own custom setup that keeps things nice and stiff. Allso im running 150mm travel fox 32 upfront and that seems fine to me giveing it a higher bb and slacker head angle than stock. Im allso runing 1x10 38 single ring that seems bang on for my rideing. Runing a 60mm stem with 720 bars but bars do feel a little to short . Im useing 2012 mavic crossmax SX wheelset keeps things stiff on the rear end. Very very pleased with how it rides just what i wanted as i had a 160mm travel bike but wanted somethik in between xc and am this bike fits perfect between that market . Yes the frame is alot of money costing £1.400 / £1.350 most places but i got a good deal from PEDALS.COM £1.140 good saveing id say . Anyway its a great bike for my needs and i love it . Big Grin
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  • + 7
 That dude looks angry, you'd think he'd he was trying to run someone or something down LOL Great write up, only thing is, everybike gets a good review it seems? If I could afford to upgrade to a FS, Transition is on my list. I still don't get the wide bars!! I tried them and actually pulled a muscle in my bicep because they may have been too wide. I went from a DMR 5 butt uncut 700mm with a 40mm rise and a 15 degree 70mm stem to a 35mm rise Kore Torsion cut to 730mm with a 8 degree 80mm stem. My biceps were being stretched like mad, but I kept trying to see if a wide bar was a benefit. After the 7th ride, they were just too wide and I kinda lost the "feeling" of the bike, you don't need to muscle a good handling bike. I desided I was going to cut them down after that ride and about 5 minutes later went to pull the front over a log, pulled a muscle. Trimmed them down 2 more times and are around 27.25inch or about 692mm, and they feel perfect. Imo, wide bars seem like a fad.
  • + 4
 Got a good laugh out of that. I call this .. the old man review Razz
  • + 1
 Old school, to get the full experience you need to run a shorter stem. The current "fad" is to run a 50mm stem and compensate by running a frame with a longer top tube. I don't think I could ever go back to 680mm bars but I prefer to descend then climb.
  • + 3
 Does that say old man? Let me get my glasses OHHHH LOL Yeah, I guess I am if I was in my early 20's and bought my first mountain bike in 91 haha Yeah, my newest frame, on paper, was suppossed to be the same as my SC Chameleon, but ended up with a much shorter effective TT. I was so cramped standing and pedaling, I'd bump the shifter with my knee. That's the only reason I went out on the stem. Guess I'm stuck now. Actually, being THIS old my 12 and 14 year old daughters make out to the tune of XTR, Race Face, Fox and Marzocchi "hand me downs". I think that's better than the polyester junk I got haha
  • + 1
 We try to give every bike a thorough review, rather than 'good' or 'bad'. A bike's ride quality is quite subjective, so it's tough to give it a nod in either direction. There are strong points and weak points, and hopefully a potential buyer will be able to relate to these points to decide if the bike works for their riding style or not. I think it's fair to say that someone who rides a 80mm or longer stem would not understand a wide bar. If it works for you, great!
  • + 1
 It's a good review. I would hope if there is an issue, it would be pointed out. I had a friend who worked at/with a big mtb magazine and when they saw what I was riding asked if I'd had issues with something, I didn't. But ironically it happened the 3rd day after arriving on my CA vacation. Come to find out, it was a design/build problem that the magazine encountered 2 times in a 3 month test and saw 2 people on trail rides that had the same issue. It was never mentioned in their review. There is more to that story, but...
  • + 1
 Just like how we pointed out our issues with the rear wheel. Not everyone will have these problems, but we did.
  • + 1
 Having raced supermoto with a full sized bike on a go kart track, I understand the concept of wide bars, changing direction, counter steering, etc.. I use the bars because weighting a peg in a chicane just doesn't do it. RC's explaination states that wide bars help super slack headangles 62-64 degrees. You'd need to muscle it to change direction, it would want to go straight. For my 68ish head angle, the thing will turn using the slightest amount of body english. I ride with a lose grip on the bars. If the frame had a longer TT, a wide bar would be over kill as it has quick steering. Shortening the stem would only speed things up, correct? It also has longer chainstays, putting me more over the front. I left the bars as wide as I felt comfortable. I'm 5'7" and ride a small frame, is 695mm narrow??? Maybe I don't know what I'm talking about but suggesting that I won't understand is one of the reasons I am completely annoyed with publications telling "me" what is best for me.
  • + 1
 @OldSchool

I too ride motorcycles. You don't turn on a motorcycle using the handlebars. You turn by counter steering and leaning.

You're setup works for you and that's great! No ones dissing you. The Transition comes spec'd with wide bars because that's what the majority of riders are clamoring for. No one wants to buy a pricey new bike and immediately have to spend another $100 making the cockpit comfortable. Companies are now just putting wider bars on bikes and letting the end user adjust the width for their personal needs. We should applaud that.
  • + 2
 Never said I used the bars to turn. Going through a tight left right at 40mph, I like the wide bar to change direction, I weight the inside. Pull on them to change direction, not steer. Check youtube for supermoto racing at a go kart track and you'll see why I do that. Flinging a 250lbs moto like it's a slalom bike.

I'm for specing wider bars. But I ride a 68 degree bike and tried the 70mm stem/730mm bar. It exaggerated everything. Shortening it would make it even more exaggerated. The way my bike handles, I don't see a reason for super wide bars. It's on the lazy side of xc. Even if it had a longer TT, it was too wide. I've had 5 people say,"You should put a wider bar on there". "Why?" They had no response. My whole point of the original comment was that I think people are putting wide bars on their bikes, just to put wide bars on their bikes. Not needing them to bring a slow handling bike up to very managable, but putting them on xc bikes cuz someone told them wide bars are it. So I deadened the front end and cut the bars where I felt were as wide as they could be. Including a week or so moving the grips around to find the widest point. Maybe if I had a DH bike, it'd be completely different. But hearing every bike magazine say,"I wish this came with an 800mm" I think is nuts. I think people think they NEED a wide bar. But you probably don't...
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  • + 7
 Pinkbike, please do a write-up on the various suspension designs. What exactly makes a true 4-bar suspension better, or different, than faux bar. Let's broach this subject once and for all. Which is inherently better? Why the faux-bar? Why the Horst Link?

Faux-bars seem really dated when you look at VPP, DW, Maestro, Horst, etc. What gives?
  • + 1
 Certain manufacturers are very invested in the idea that 'there's a suspension tech for everyone.' This however isn't true and there are suspensions that are vastly inferior.
  • + 1
 RichVT, a "true 4-bar" is a system with 4 articulating sides, or "bars." It can be Horst, or non-Horst. Calling any of them "faux" is BS. All it does is confuse the issue.

vertr, please give some examples of "vastly inferior" DESIGNS. And please pay special attention to suggest why it's the DESIGN and not the implementation. Please also leave out designs that aren't currently used (Slingshot, Allsop flexbeam, Allsop flex-stem, etc).
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  • + 8
 A NEW 26'' BIKE !!!!!!! OTHERS COMPANYS TAKE NOTE HOW MANY PEOPLE ARE HAPPY WITH THIS !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
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  • + 4
 I am going to need to add my name to those who are shocked in reading Transition described as price conscious. Maybe Transition needs to audit their retailers for price-gouging if that is the case. I do not think I have ever seen a Transition in a shop for less than $5000. Heck, I regularly find Turner bikes for less than Transition. I even regularly find better priced Intense and Ibis bikes. So, something is wrong there. My Rocky is certainly dramatically cheaper, though not necessarily apples to apples comparison.
  • + 0
 Transition's model has changed away from simple, affordable to "rebel bling" -- or, this is what they had in mind all along, using simple & affordable as loss-leaders. Watch their practices and figure out for yourself how honest they are.

"Cock & Balls" tells me everything I need to know about the "cool dudes at Transition." I roll my eyes. The Crap Brothers wheelset is another bit of evidence that they're into "rebel bling" but in the CB context, the "bling" is empty bling, all looks, no performance reliability.
  • + 1
 @ solocoyote - not sure about prices where you are but I bought a Bandit (frame) this summer for a few reasons - price being one. This frame has an msrp of $1599 US (w/ the Fox CTD shock) and the Canadian price? $1649 - $50 more. By comparison I though I was interested in the Big-S Blacklite seatpost until I saw the the pricing - $275 US msrp - here I've seen the msrp listed as $420 and $379. Either way more than $100 more on a seatpost! Now tell me who's sticking it to us, especially when Can/Us dollar are about par. I also paid less than msrp, as most people do, and couldn't find anything comparable. Definitely not a Rocky, Ibis or Intense, maybe a few mail order frames that have no local support if/when something goes wrong.
Another reason I decided on Transiton was their customer service. They actually have some...and it's great! Both on the sales and tech side of things. More common with smaller companies. That alone is worth something to me.

@ CFOxtrot - don't how this isn't a fairly simple or affordable design or that their coming across as dishonest. I would love to try something more design intense (for lack of a better term) like a Yeti SB-66, but at around $2600Cnd. for the alum. version or $3400Cnd. for the carbon (frame w/shock) I call that unaffordable. And as far as defining a company by a phrase (Cock & Balls - god forbid they have a sense of humor) or for a wheelset they put on one model in their entire line, that's a little narrow minded.

Finally, it may not be the coolest or most original design ever, but making it radical and different for the sake of looking radical and different is pointless (and more costly). It rides great and and puts a smile on my face.
  • + 0
 Sense of humor = GREAT.

7th grader sense of humor, in adults = LAME. But great for 7th graders. So what's their target market? 7th Graders?

I guess it's part of their "blue collar image" though? Like Larry the Cable Guy, who also isn't funny because he's childish and therefore LAME?

"Ug gug gug gug, I drag my knuckles when I walk and have a 70 IQ, isn't that freakin' hilarious!?!"

Notice I have not said Transition bikes ride poorly. Please notice that.

But still, I can't wait until the "cool blue collar dudes at Transition" come out with a ladies-specific bike that has TITS & ASS suspension technology. That's the best way to have "progression" on the subject of respecting women rather than treating them like objects. Right?
  • + 2
 Transition's "Cock & Balls" may not be the most high brow humor, but I believe it's meant to be a tongue'n cheek poke at all the seemingly never ending acronyms used by other manufacturers.
I respect the fact that you have your own opinions, I agree with your earlier post saying that no one suspension design is best - you have to find one that works for you, but you don't seem to be able to comment on anything without insults or demeaning tones and that doesn't come across as the most mature attitude.
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  • + 6
 All bikes are over priced. I really don't that all these bike makers are selling thousands of bike. That's why there over priced.
  • + 3
 It's because they have small production numbers, smaller distribution and marketing programs than the leading brands in the market. What makes these bikes cool is that they're as good/better than the leading brands and produced by a small company of riders who are passionate about what they do. It takes more effort to develop and sell these bikes than you understand, that's why they're so expensive. I agree, 4800 for an aluminum trail bike is expensive, but it's the top end build kit and if budget is a concern there are many other options for people. If you have the extra cash, it's nice to be able to support a small business that supports your community!
  • + 12
 It's a luxury item, get over it. I sold my DH race bike to buy a cheap 2 year old A-Line and have way more fun. Get back to the roots and forget whats best for the pros and you will have more smiles and a healthier bank account, which could potentially mean more bike trips, which is what we all really want
  • + 1
 Not all bikes are overpriced, I know there are some nice budget friendly offerings down at my local walmart!
  • - 1
 you should make your own bike
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  • + 8
 why not test bikes with comp kits and under 3000$
  • + 1
 There is mention of the lower priced build spec Bandit 2 in the above review. MSRP is just over $3000. Most of what the review says is in regards to the frame characteristics, so it will directly apply to the lower priced model as well. Testing a bike that has top shelf parts puts more emphasis on the frame itself, so we're able to write a better review. Not to mention, we're much more likely to ride a nice bike, so it gets test ridden a lot more than a lower end model.
  • + 1
 i get ur point man and to tell u the truth i love the bundit but still i would like to see reviews on comp models, and im sure im not the only one i wanna read a review on a bike and kit that i mite have the cash to get and to read from the pros how a good frame handles with comp kit ( hope u understand me)
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  • + 3
 Well I don't know about stateside or Canada but transition bikes are rugged yes but in the uk are they no way affordable. Especially one with xo and a fox dampening system. The cheapest transition will set you back roughly £1000 for a complete and that's a hard tail.... Bandit looks a loevly bike, you won't see one on the uk trails though!
  • + 2
 "Bandit looks a loevly bike, you won't see one on the uk trails though!"

i am afraid that is just not true... there are plenty out there.
  • + 2
 Agreed im one of them uk bandit riders . We are not alone here Big Grin
  • + 2
 Yep, I have one too.

I agree with the reviewer that the CB wheels are an odd choice - for the price I'd much rather have something more reliable and with easier-to-replace parts, like DT240s on Flows. (I went for Pro II Evos on Flows for mine, which I can't fault.)

I personally don't find flex to be a problem with the 150mm Revs on mine (in theory, the extra 10mm travel also raises the BB a touch, but I do still get a fair amount of pedal strikes), but it would be nice to see Transition spec the new Fox 34 forks. That would be a good compromise.

Also, for me, 720mm is perfect for a XC/trail bike. I have a 725mm SixC on mine and love it.
  • + 3
 "You won't see one on UK trails though"

Really? Well I know 25 - 30 guys in my local area who ride Transition bikes, Bandits, Bandit 29ers, Coverts, TR's etc...... I'm lucky enough to own three different models myself and have no plans to sell any at the moment or indeed switch to a different company when I next change up.

With regards to pricing, a 2013 Bandit frame retails for £1400 with Fox CTD Kashima shock. It may not be the cheapest frame in the MTB world but that price compares very well (i.e it's cheaper....) against the comparable Intense/Cove/Santa Cruz somewhat-boutique frames.


@jayandgt - We see very few Voodoo bikes around here though..... Wink
  • + 1
 Ashfanman) I Allso run 150mm travel forks on my bandit at first I was mmmmm may need to drop the forks to 140mm becuz that's what they say but I think the 150mm is better it does lift up the bb a tinny bit I Allso use 170mm crank arms so have no problems at all with pedal strikes
  • + 6
 UK distributor is listing the Bandit with Build 1 for £4,700 - kinda pricy for a 27.5lb trail bike? (include pedals because the article states 26.5lb without pedals).

the Bandit is a nice looking frame (very clean design) but its competing in a tough custom build market, since groupset and fork prices went through the roof...custom build is where boutique brands like Santa Cruz, Intense, Ellsworth do well with monied customers paying top dollar for bling machines

consider you can get complete bikes from Specialized (carbon fibre Stumpjumper Evo) and Trek (carbon fibre Trek Remedy 9.8 ) both for under £4,000 coming in 1lb lighter in stock form than Bandit 1, both have better performance suspension systems (FSR on Stumpy and ABP on Remedy) and with no sketchy Crank Bros wheelset on either...

custom build is nice, but its gone crazy expensive and the smaller brands like Transition will always suffer in that respect, and offer more basic aluminium alloy frames when the bigger players (and medium players including Santa Cruz and small players like Intense) are moving to Carbon Fibre...
  • + 2
 @hampsteadbandit

Fair point(s)! But.... Super lightweight, quickest-to-the-top-of-the-hill, isn't really the point of a Transition I don't think, to me they've always err'd on the side of playfulness and durability, which is just a different approach to many of the more mainstream brands. Not necessarily better or worse, just different.

The Bandit Complete bikes appear to start at £2500 for 2013, which isn't going to give you the most pimp-tastic spec (Rockshox and X5/X7 rather than Fox CTD Kashima and XO) but is certainly good enough for most "real world riding" and the Level 2 build circa £3250 actually gives you top line Fox components for this money, which ain't bad.

As to the custom build route, you mention companies like Ellsworth doing well from the bling builds, well by that same logic I guess other riders can do well with non full-on bling builds. What's wrong, for example, with running SLX/ X9 instead of XO/ XTR, if means you've got room in the budget for that wheelset/fork/dropper seatpost upgrade which will have a more pronounced effect on your riding than some carbon shifter paddles and super low friction jockey wheels? There's no doubt that the big players like Trek and Spesh can give you more bang for your buck, spec wise and maybe technology wise too, but to me that just isn't quite the end of the story. On the outside of things, the spec and tech of a Lotus Exage car compares badly to the BMW X5 for sort of roughly the same money, but I know which I'd rather have from a driving point of view!

As to carbon, have you seen the new Covert? Looks great, I'd imagine the Bandit might be next to get the carbon treatment...!

Ultimately it's all good, and those are just my thoughts, it's horses for courses I suppose!
  • + 4
 Locally, the majority of folks looking at purchasing a Transition, are not even considering purchasing a specialized, trek, or giant. The horses thing...
  • + 1
 @Corinthian

good points that you made...

I have nothing against Transition, from talking to my contact at another small manufacturer (Canadian brand, made in Taiwan) he tells me they are good people

the problem perhaps, is that the smaller manufacturer can never offer the "value" that the larger manufacturers with their purchasing power (for frames, groupsets, wheels and finishing kit) can offer

I used to work for a distributor of a smaller "brand" at the same size of Transition, and the only way we made sales was selling 'direct' to the public taking 1/3rd off the retail price of the frame, and even then, with discounted components the custom build was always expensive and not superior to the complete production bikes from Specialized, Trek, Giant, Norco, etc. apart from insignificant small details like your choice of handlebar, stem or tires (easily changed on a production bike too...)
  • + 1
 That bike actually cost more than what I am currently riding... Granted that I am riding a slightly older bike but still... Food for thought.
  • + 2
 @ashfanman

+1 about the 150mm revelations, - waaaay stiffer than Fox Floats (which I have on my hardtail). Revelations at this travel are a better fork IMO, as Fox are just too flexy. I'm running Stans Crest wheels as well. and absolutely no complaints about stiffness
  • + 3
 hampsteadbandit - your contact is absolutely right, the guys at Transition are REALLY good people. Really helpful, super quick to respond to email (even the owners) and just really passionate about their product and the sport. Best customer service I've ever experienced - enough to make me say my next bike will almost certainly be another Transition!
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  • + 7
 Hahahahaha...they said affordable! Yeah right!!!
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  • + 2
 Brad Walton, Crank Brothers wheels are like Elixir brakes. From the factory, they need a little love. I never had issues that you speak of with the sound coming from the rear hub. I did put many flat spots on my rear rim because a loss of spoke tension. I rebuilt my rear wheel with a new rim and added a little bit more spoke tension than would come from the factory. After some serious DH runs, they are perfectly true, and have not loss any spoke tension.
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  • + 2
 I have mine built up with a lyrik solo air dh set to 145mm and 2.5 degrees worth of angleset cups. I also have velocity p35s laced to hope pro IIs, X0 cranks, and 780mmx10mm bars with a 50mm stem. The bike is just under 30lbs. The bike is incredibly fun to ride. It is a cornering machine. With my setup the bb height is just under 13 inches! The bike climbs greatI wish they had gone with slacker angles stock though.
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  • + 1
 I have ridden transition bandits since they first came out and i have grown to love the way they handle and they do feel like no other trail bike out there......the closest a bike has ever came to matching it was my old four bar turner five spot. The weights of the bikes in the review are bollocks though, as mines weighs 29lbs on the button with tubeless schwalbe racing ralphs on them. Going with maxxis advantange kevlar tyres with tubes puts the bike in the 30lb + catagory (mavic crossmax sls) The bike is no whippet on the climbs or on the flat, but it does prick up its ears when the trail points downhill though, and it leaves other bikes in its wake when it encounters the rougher stuff.
Blah blah blah.....26 v 29 so what?....if you want to ride a farmers gate with pram wheels or a seemingly untrendy 26 inch wheeler...just enjoy your riding and be happy without slagging off other peoples choices. Oh to follow current trends or marketing ploys.
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  • + 5
 Oh look, they're testing a bike with 26 inch wheels.
  • + 0
 Mfcs are glad they got rid of the last 29er. Its all 26 again. That was an epic, industrywide marketing fail.
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  • + 1
 Rode one for about a year and has been my favorite bike by far. I decided to step up to the Bandit 29 and while it has been a great bike and definately has it's merits I was happier with the 26. I am also a feather, 5'8" @ 135lbs with gear, a bike like this for almost all trail and all mountain riding can float underneath me without losing much to flex. I would agree with Brad that on sustained steeps it is a little undergunned but not terrible and the bike ruled and was playful just about everywhere else.
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  • + 1
 My lbs has had a pre Kashima one in stock for ages,£2500,all the parts are low Sram and Transitions own stuff,
i hate the cable routing down the tube,it looks messy and ill thought out. I have considered buying it for the frame ,
but would not make my money back on the running gear.I also have not been able to demo one.
I tried the Tomac Snyper instead,this was a great bike,has anyone tried both ????
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  • + 1
 For the riding I do, in the area I ride in, this bike would be perfect. Still get me up the climbs without passing out, fast, nimble and fun through tight twisty single track, and burly enough to get me down....fast. I would get rid of the CB wheelset (seems like they may have put it on for looks rather than performance). I disagree on what is deemed 'affordable' but that is a whole different topic. Overall nice to see a light weight all mountain rig with 26" wheels. I'm impressed transition.
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  • + 1
 I have ridden transition bandits since they first came out and i have grown to love the way they handle and they do feel like no other trail bike out there......the closest a bike has ever came to matching it was my old four bar turner five spot. The weights of the bikes in the review are bollocks though, as mines weighs 29lbs on the button with tubeless schwalbe racing ralphs on them. Going with maxxis advantange kevlar tyres with tubes puts the bike in the 30lb + catagory (mavic crossmax sls) The bike is no whippet on the climbs or on the flat, but it does prick up its ears when the trail points downhill though, and it leaves other bikes in its wake when it encounters the rougher stuff. Blah blah blah.....26 v 29 so what?....if you want to ride a farmers gate with pram wheels or a seemingly untrendy 26 inch wheeler...just enjoy your riding and be happy without slagging off other peoples choices. Oh to follow current trends or marketing ploys.
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  • + 1
 I've got the 29 version. Got it over the 26 bandit because the 29 comes with a stiff fox 34 and the stiff revolution wheels. I believe it also pedals a bit nicer due to a firmer shock tune. Plus none of the guys I ride with have 29ers and I want to be different.
I find that the only real weakness my bandit has is that the rear suspension seems to not react so well while under hard rear braking. I don't mine this as it seems to do everything else well (better than my old bike).
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  • + 1
 had a zesty 314, that got stolen, now I have a bandit (build 2 - the cheaper one). Love it. Beating previous PB's effortlessly - plush and fast down and it loves to climb. enough said.
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  • + 4
 Where is the type 2 derailleur?
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  • + 1
 Seems to be so many 29er haters on pb. Even in the reviews for 26 inch bikes. Feeling threatened maybe?
Someone made a "clown wheels" comment to me at a race on Sunday. I wanted to smash his face in. Still do.
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  • + 1
 I 3 my bandit. mine was built up from a frame though, so it loses the noisy wheels... don't understand how they can ride it with that many headset spacers though?! the front end already feels high for a trail bike
  • + 1
 If you look at the pic when hes rideing down that rock it looks like hes moved the spacers to the top? That maybe that it was to twichy with that many spacers under the stem for the dh bits
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  • + 5
 Great Odin's Raven!!!
  • + 1
 By the beard of Zeus!
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  • + 2
 Boo86, I could prop that comment all day. Had to read the title again when I read 26"!
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  • + 3
 Find it odd that a 720mm bar is considered too narrow these days...
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  • + 1
 I love it! Really good looking bike, with good construction and great components, really curious about how does it ride Smile Congrats Transition
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  • + 2
 crank brothers really do make the nicest looking wheels on the planet!
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  • + 2
 looks just lik3 my £1000 boardman fs. will it ride any better i wonder.
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  • + 2
 those crank bros wheelset is dead sexy!
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  • + 1
 surprised to see crank brothers wheel set not the revolution 36(?) wheel set on it.
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  • + 1
 Whares the "want it now" button?
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  • + 1
 My brother has this frame its so good.
  • + 0
 your brother must be awesome
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  • + 1
 Nineties linkage design yawn
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  • + 1
 PPPPPPPPPPPOOOOOOOOOOOOOOOORRRRRRRRRRRRRRNNNNNNNNNNNNNNNN....
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  • + 0
 hey nice bike! :sees wheels: or not! cmon transition you know you can never trust crankbros except maybe just maybe pedals
  • + 1
 no, not even then.
  • + 1
 for fireroad xc they aren't so bad... but not a great deal of that on the shore, I'll still try the mallet dh's that are coming out, can't stand shimano clip in at all
  • + 1
 you don't like shimanos?
  • + 1
 no i have a pair of dx's and am45's they're a good system and clip in super easy but the way they feel drives me nuts compared to mallets
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  • + 1
 all that mattered really was the epic face of the rider.. E-P-I-C!!
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  • + 0
 Crank Brothers wheels is piece of shit as hell. Please stop prepare/sell them!!!
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  • + 1
 First thing I thought was Santa Cruz Blur
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  • + 2
 It looks really nice
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  • + 1
 @andyd2506.... why don't you say what you really mean!!!!!
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  • + 1
 Serious rider is serious. Get out of his way or he gon fuck you up.
[Reply]
  • + 2
 These bikes are sweet!
[Reply]
  • + 2
 Cheech & CHongs!
[Reply]
  • + 1
 i love the look of the wheels, its a shame they are a bit poo
  • + 3
 Honestly, you just have to treat them differently than other wheels. I had troubles with my first rear rim flat spotting because a loss of spoke tension. With my replacement rim, I rebuilt the wheel with a little more spoke tension and they have yet to come out of true or loose spoke tension. I have some serious DH runs on them too.
[Reply]
  • + 1
 Can you put a fox 5.0 dhx AIR shock on this frame ???????
[Reply]
  • + 1
 Sweet pie plate! tup
[Reply]
  • + 0
 "Fox's CTD shock platform dominates the lever-flipping market,.." lol
[Reply]
  • + 0
 take any POS "cost conscious" bike and wrap it with XO = "legit"
[Reply]
  • + 1
 It looks very good!
[Reply]
  • + 7
 almost any bike frame would feel amazing with that kit.
  • - 4
 By looks of it its got a Truvativ GXP bottom bracket. Wont last 5 minutes of aggressive riding with that.
  • + 1
 GXP bb no problems with mine
[Reply]
  • + 0
 wow MOD, really didnt like my post huh?
[Reply]
  • + 0
 that thing is mine
[Reply]
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