Review: 2023 Giant Reign Advanced Pro 1
When Giant switched the Reign platform from 27.5 to 29” wheels in 2020 there were a few stats that left enduro enthusiasts asking for more, primarily the amount of travel and the not-that-slack head angle. Now, the 2023 model basically operates in a different league due to aggressive geometry and appropriate suspension numbers. Add on a subdued paint scheme laid out on their well-established “Giant” silhouette and you’re hard-pressed to find a fault.
The Reign Advanced Pro 1 boasts 160mm of rear wheel travel, a sub-64-degree head tube angle, and carbon construction throughout. Giant added a downtube storage compartment under the water bottle cage mount, and the bike can accommodate a 29" or a 27.5” rear wheel.
The Reign Advanced Pro 1 boasts 160mm of rear wheel travel, a sub-64-degree head tube angle, and carbon construction throughout. Giant added a downtube storage compartment under the water bottle cage mount, and the bike can accommodate a 29" or a 27.5” rear wheel.
Reign Advanced Pro 1 Details
• Advanced carbon frame and rocker link
• Travel: 160 mm / 170 mm fork
• Wheel sizes: 29" or 29/27.5"
• Downtube storage compartment
• 3-position geometry flip-chip
• 63.9-degree head tube angle
• Reach: 460mm (M-mid)
• Chainstays: 443mm
• Size: S, M, L, XL
• Weight: 32.8 lb (14.9 kg)
• Pricing: $6,800 USD
• giant-bicycle.com
• Advanced carbon frame and rocker link
• Travel: 160 mm / 170 mm fork
• Wheel sizes: 29" or 29/27.5"
• Downtube storage compartment
• 3-position geometry flip-chip
• 63.9-degree head tube angle
• Reach: 460mm (M-mid)
• Chainstays: 443mm
• Size: S, M, L, XL
• Weight: 32.8 lb (14.9 kg)
• Pricing: $6,800 USD
• giant-bicycle.com
Since our First Look, Giant Offroad Factory Team rider Luke Meier Smith went on to nab the win at the opening round of the 2023 Enduro World Series.
Contents
 | Giant has evolved the 2023 Reign into a worthy enduro race bike that comes darn close to ticking all the boxes in terms of value and performance. |
Frame Details
Borrowing from the in-frame storage system used on the Trance and Trance X models, Giant transferred the principal over to the Reign. A small compartment is accessed by turning a dial 90 degrees. The water bottle mounts to the door and is guarded by a rubber trim.
Throughout the test, there were no rattles, even with a pump added under the cage. However, the opening itself is quite small. Fitting even the lightest windbreaker in there is next to impossible and there’s no way you’d fit a pump in there - it's best left for emergency supplies.
Moving on, a second strong talking point on the Reign Advanced frame is the carbon link that nests a three-position flip-chip in the seatstay pivot. In order to use a 27.5” wheel, you’ll need to use the highest position, which nearly reinstates the lowest setting of the full 29er.
Giant still opts for the 92mm-wide press fit BB and two-bolt seat clamp, but the rear triangle is up to date with compatibility for SRAM’s UDH standard. Throughout the rest of the frame, there’s no shortage of rubber protectors along the downtube and chainstay. Most of the pivot bolts have the torque spec and rotation direction listed on them, which is always handy.
![photo Tom Richards]()
![photo Tom Richards]()
![photo]()
Borrowing from the in-frame storage system used on the Trance and Trance X models, Giant transferred the principal over to the Reign. A small compartment is accessed by turning a dial 90 degrees. The water bottle mounts to the door and is guarded by a rubber trim.
Throughout the test, there were no rattles, even with a pump added under the cage. However, the opening itself is quite small. Fitting even the lightest windbreaker in there is next to impossible and there’s no way you’d fit a pump in there - it's best left for emergency supplies.
Moving on, a second strong talking point on the Reign Advanced frame is the carbon link that nests a three-position flip-chip in the seatstay pivot. In order to use a 27.5” wheel, you’ll need to use the highest position, which nearly reinstates the lowest setting of the full 29er.
Giant still opts for the 92mm-wide press fit BB and two-bolt seat clamp, but the rear triangle is up to date with compatibility for SRAM’s UDH standard. Throughout the rest of the frame, there’s no shortage of rubber protectors along the downtube and chainstay. Most of the pivot bolts have the torque spec and rotation direction listed on them, which is always handy.
During the test, I ran into a user error with the storage compartment. I placed a multi-tool in the provided neoprene sock, which reduces rattling noises, only to find that it slid to the bottom of the downtube during the ride. Then it snagged the zip ties used to cinch the cable housing in place and made for a tedious extraction.
Geometry & Sizing
As you would expect from one of the largest players in the game, Giant didn’t stretch too far from the current crop of enduro bikes when laying out the Reign’s geometry, and that’s totally fine. They hit their mark by landing on the slightly aggressive side with a head tube angle that goes from 64.2 down to 63.5 in the slackest setting.
The seat tube angles also don’t fall below 78.3 degrees in the slackest setting on the size medium either. Using the flip-chip will alter the angles by about 0.4 degrees in either direction and also swing the reach 4mm in either direction.
The reach numbers are also spread out evenly from 430 on the size small, all the way up to 510mm on the XL frame. Of course, adjusting the angles will add or subtract 4mm of reach in either direction.
Riders on either end of the size spectrum might point out that the chainstays aren’t tailored per size; they measure 443mm on all sizes.
Suspension Design
Giant’s Maestro suspension design uses a fixed rear triangle that is connected by two short links that rotate in the same direction. That system produces a leverage rate that works well with either a coil or air shock. For reference, the high-end Reign Advanced Pro 0 is equipped with a Fox DHX2.
A 205x62.5mm Trunnion mount shock handles the 160mm of rear wheel travel. On the aluminum Reign SX, that stroke length is increased by 2.5mm to boost the rear travel to 165mm.
Like most Giant Maestro bikes, the lower shock mount doesn’t use any reducers. Instead, the forward pivot on the lower link slides straight through the shock, making coil spring changes or shock swaps less of a hassle.
| Specifications | ||
| Release Date | 2023 | |
| Price | $6800 | |
| Travel | 160 | |
| Rear Shock | Fox Float X2 Performance | |
| Fork | Fox 38 Performance Elite, 170mm, GRIP 2 | |
| Cassette | SRAM GX XG-1275 Eagle, 10x52 | |
| Crankarms | SRAM GX 170mm, w/32T, 55mm | |
| Bottom Bracket | SRAM DUB PF | |
| Rear Derailleur | SRAM GX Eagle 12 spd | |
| Chain | SRAM GX Eagle 12 spd | |
| Shifter Pods | SRAM GX Eagle 12 spd | |
| Handlebar | Giant Contact SLR TR35, 800x35mm, 20mm rise | |
| Stem | Giant Contact SL 35 40mm | |
| Grips | Giant Tactal Pro Single | |
| Brakes | Shimano SLX BL-M7100, 220/200 | |
| Wheelset | Giant TRX 2 29 Carbon, 30mm | |
| Tires | Maxxis Assegai 29x2.5 3C MaxxTerra EXO+, Minion DHR II 29x2.4, 3C MaxxTerra DD | |
| Seat | Giant Romero SL | |
| Seatpost | TranzX travel-adjustable dropper | |
There isn’t much that Giant has left off the table here for the $6,800 price tag of the Reign Advanced Pro 1. You get a carbon frame, wheels, bar, and a Grip2 damper in the Fox 38 fork. Left off of the spec list are proprietary shocks, headsets, or integrated seat posts. Yes, the carbon parts are “house” branded, but they stacked up fairly well for the punishment they went through.
Finer details that stand out to me are the inclusion of an MRP chainguide, a 220mm front rotor, and the Fox Float X2 Performance shock. It’s not the Elite version, but it performed adequately.
The Giant Romero SL saddle and Tactal Pro grips, like all touch points, are a personal preference that I felt neutral on.
Otherwise, standard equipment like a SRAM GX drivetrain, Shimano SLX brakes, Maxxis tires, and a 170mm TransX dropper post round out the parts package.
Test Bike Setup
![photo Tom Richards]()
I often find myself caught between a medium and large size bike, but according Giant’s fit chart I land close to the middle of a medium frame, which has a 460mm reach and 1245mm wheelbase.
Since most of the parts are commonly found on these styles of long travel bikes, dialling in the suspension and fit only took a couple of rides. Part of that may be due to the fact that the rear shock only has the low speed compression and rebound adjusters. I came to terms with the setup quickly, only varying the sag between 28-30% based on the riding location. Sometimes less is more.
The build comes with a 20mm rise Giant Contact SLR bar that I used for a few initial rides. Since I couldn’t move the stem far enough up the steer tube, I swapped that out for a 35mm rise bar trimmed to 770mm.
I also spent a serious chunk of time in all three geometry settings, including the highest chip position which works with, but not exclusively to, a 27.5” rear wheel.
Since most of the parts are commonly found on these styles of long travel bikes, dialling in the suspension and fit only took a couple of rides. Part of that may be due to the fact that the rear shock only has the low speed compression and rebound adjusters. I came to terms with the setup quickly, only varying the sag between 28-30% based on the riding location. Sometimes less is more.
The build comes with a 20mm rise Giant Contact SLR bar that I used for a few initial rides. Since I couldn’t move the stem far enough up the steer tube, I swapped that out for a 35mm rise bar trimmed to 770mm.
I also spent a serious chunk of time in all three geometry settings, including the highest chip position which works with, but not exclusively to, a 27.5” rear wheel.
Climbing
Weight doesn’t matter right? Well, when you have to pedal uphill all day in an enduro race, it certainly doesn’t hurt to have a lighter bike. The Reign comes in at a reasonable number; 14.9 kg (32.8 lb) for the stock build, with dual 29” wheels.
Other factors, like the riding position, also add to the Reign’s climbing abilities. That lower front end matches well with a steep seat angle to provide a less cramped cockpit than the slack head and steep seat tube angles would have led me to believe from looking at the geometry chart. I never found the head angle to pose any misguided steering on steep climbs or tight switchbacks.
In the lowest bottom bracket setting, with the dual 29” wheels, pedal strikes weren’t overly common, however, the BB drop is getting down there at 35mm below the axles. Although the geometry numbers are nearly identical between the 29" and mixed-wheel setup, I found the mixed wheels more challenging to climb with than the full 29er.
While plodding along flat singletrack there is a solid amount of support from the suspension that doesn’t dive when you need to power through short tech uphills. The climb switch on the Float X2 is within arm's reach and was regularly used in those two low settings, although I’d only need to resort to that for road commutes or smooth climb trails. Compared to RockShox’s new Super Deluxe or Cane Creek’s Kitsuma Coil, it’s not nearly as locked off.
![photo Tom Richards]()
Weight doesn’t matter right? Well, when you have to pedal uphill all day in an enduro race, it certainly doesn’t hurt to have a lighter bike. The Reign comes in at a reasonable number; 14.9 kg (32.8 lb) for the stock build, with dual 29” wheels.
Other factors, like the riding position, also add to the Reign’s climbing abilities. That lower front end matches well with a steep seat angle to provide a less cramped cockpit than the slack head and steep seat tube angles would have led me to believe from looking at the geometry chart. I never found the head angle to pose any misguided steering on steep climbs or tight switchbacks.
In the lowest bottom bracket setting, with the dual 29” wheels, pedal strikes weren’t overly common, however, the BB drop is getting down there at 35mm below the axles. Although the geometry numbers are nearly identical between the 29" and mixed-wheel setup, I found the mixed wheels more challenging to climb with than the full 29er.
While plodding along flat singletrack there is a solid amount of support from the suspension that doesn’t dive when you need to power through short tech uphills. The climb switch on the Float X2 is within arm's reach and was regularly used in those two low settings, although I’d only need to resort to that for road commutes or smooth climb trails. Compared to RockShox’s new Super Deluxe or Cane Creek’s Kitsuma Coil, it’s not nearly as locked off.
Descending
Digging into bikes with flaws poses less of a challenge for our tech editors compared to a straightforward bike that does a bang-on job. I’d be doing the Reign injustice if I said it’s boring, but it is very “Giant”. There are no kooky kinematics or revolutionary construction methods. The build is also laced with weight-saving carbon parts and quality suspension at an acceptable price point.
I’d put the Reign up there for being one of the most composed and well-balanced enduro bikes I’ve ridden lately. It offers a ride that reacts quickly in tighter sections of trail and doesn’t wince when you open up the brakes. The Reign feels low, compact, and light on the trail which gives the rider a planted ride that still has plenty of get-up-and-go.
On one hand, it’s not a plow, nor is it nervous when you start to give it the beans. A 63.5-degree head angle lets you attack steeper tracks. If needed, you can adapt the geometry for a quicker response in flatter territory by bumping the flip-chip down a notch.
160mm is a healthy amount of rear wheel travel for erasing those “Oh sh1t!” moments, without sapping your energy in lumpy, low speed trails either. The air shock provides solid support and bottom-out control, but given more time, I’d be curious to play with a DHX2 coil option to seek out a little more forgiveness at the top of the travel. It’s interesting to see most of Giant’s enduro racers have chosen a coil, and the top-level Pro 0 comes equipped with one.
If I were to scrutinize the Reign further, I’d say that the suspension could be more active under braking as there’s some feedback through the rear end of the bike - part of that comes from the chain slap or feedback, even though there seems to be plenty of rubber padding the stays.
Giant claims that the rear triangle on the 2023 Reign is 39% stiffer than its predecessor. I never had a chance to ride the previous version, but compared to the fleet of enduro bikes I’ve been riding over the last year, the new Reign is on the softer side. I wouldn’t call the frame noodley, but there is a generous amount of flex through the middle of the bike when you load the bike up in turns or bounce through off-camber sections.
That’s not the end of the world, though; I’d just prefer to let the wheels handle that task. Why? Well, wheels with some more lateral compliance can also offer better tracking and less deflection on off-camber sections of trail.
I can see the benefits of racing a frame for enduro stages that is less jarring and has some level of compliance factored in (I loved the Santa Cruz Megatower, but the frame gave off a ton of vibrations ) - it’s simply less taxing to hold onto for extended descents. For seriously large jumps and bike park riding, stiffness can bring control though, so that can be a personal preference.
Durability-wise though, all the pivots remained snug, no wheels were harmed, and the shock never missed a beat.
When I loosened the pivots to place the flip-chip in the high setting to run a 27.5” rear wheel, the angles felt slacker and lower than the 29er in the lowest mode. These numbers are supposed to be identical, and a quick check with my phone didn't show any massive discrepencies, but on the trail the difference was noticeable. I’d frequently stuff the pedals or skid plate into the ground and had a perceived feeling of riding over the back of the bike further.
An interesting experiment would be to move up to a size large frame and run the MX wheel setup to see if the longer wheelbase would reduce rider weight shifts, ultimately, riding higher in the travel.
In the end, I settled on the slack setting for most days riding around Squamish but would resort to the middle flip-chip If I were racing where I’d want pedal at any given moment.
![photo Tom Richards]()
![photo Tom Richards]()
Digging into bikes with flaws poses less of a challenge for our tech editors compared to a straightforward bike that does a bang-on job. I’d be doing the Reign injustice if I said it’s boring, but it is very “Giant”. There are no kooky kinematics or revolutionary construction methods. The build is also laced with weight-saving carbon parts and quality suspension at an acceptable price point.
I’d put the Reign up there for being one of the most composed and well-balanced enduro bikes I’ve ridden lately. It offers a ride that reacts quickly in tighter sections of trail and doesn’t wince when you open up the brakes. The Reign feels low, compact, and light on the trail which gives the rider a planted ride that still has plenty of get-up-and-go.
On one hand, it’s not a plow, nor is it nervous when you start to give it the beans. A 63.5-degree head angle lets you attack steeper tracks. If needed, you can adapt the geometry for a quicker response in flatter territory by bumping the flip-chip down a notch.
160mm is a healthy amount of rear wheel travel for erasing those “Oh sh1t!” moments, without sapping your energy in lumpy, low speed trails either. The air shock provides solid support and bottom-out control, but given more time, I’d be curious to play with a DHX2 coil option to seek out a little more forgiveness at the top of the travel. It’s interesting to see most of Giant’s enduro racers have chosen a coil, and the top-level Pro 0 comes equipped with one.
If I were to scrutinize the Reign further, I’d say that the suspension could be more active under braking as there’s some feedback through the rear end of the bike - part of that comes from the chain slap or feedback, even though there seems to be plenty of rubber padding the stays.
Giant claims that the rear triangle on the 2023 Reign is 39% stiffer than its predecessor. I never had a chance to ride the previous version, but compared to the fleet of enduro bikes I’ve been riding over the last year, the new Reign is on the softer side. I wouldn’t call the frame noodley, but there is a generous amount of flex through the middle of the bike when you load the bike up in turns or bounce through off-camber sections.
That’s not the end of the world, though; I’d just prefer to let the wheels handle that task. Why? Well, wheels with some more lateral compliance can also offer better tracking and less deflection on off-camber sections of trail.
I can see the benefits of racing a frame for enduro stages that is less jarring and has some level of compliance factored in (I loved the Santa Cruz Megatower, but the frame gave off a ton of vibrations ) - it’s simply less taxing to hold onto for extended descents. For seriously large jumps and bike park riding, stiffness can bring control though, so that can be a personal preference.
Durability-wise though, all the pivots remained snug, no wheels were harmed, and the shock never missed a beat.
When I loosened the pivots to place the flip-chip in the high setting to run a 27.5” rear wheel, the angles felt slacker and lower than the 29er in the lowest mode. These numbers are supposed to be identical, and a quick check with my phone didn't show any massive discrepencies, but on the trail the difference was noticeable. I’d frequently stuff the pedals or skid plate into the ground and had a perceived feeling of riding over the back of the bike further.
An interesting experiment would be to move up to a size large frame and run the MX wheel setup to see if the longer wheelbase would reduce rider weight shifts, ultimately, riding higher in the travel.
In the end, I settled on the slack setting for most days riding around Squamish but would resort to the middle flip-chip If I were racing where I’d want pedal at any given moment.
Technical Report
Giant Contact SLR Handlebar: Giant fills out the spec sheet on their bikes with a fair number of in-house components that we might not otherwise test exclusively. I got on well with the 5x7 angles of the Contact SLR 35 when trimmed down to 770mm. At this length, the flex never felt over the top and vibration absorption remained comfortable. As mentioned, the medium bike came with a 20mm rise and I preferred a spare, higher rise bar I had in the garage.
Giant TRX 2 Wheels: Giant improved massively on the durability of the TRX wheels with the second-generation carbon rim. They were put through proper paces with a few hucks and multiple “oops” rock pings, but they didn’t miss a beat. A two-year warranty gives the consumer peace of mind too, although it'd be nice if they hopped aboard the lifetime warranty train. The hubs, on the other hand, lasted through the test, but I did experience the pawls jumping unexpectedly from time to time.
TranzX Dropper Post: TranzX posts have arrived on more than one mid-level test bike and they’ve been impressive in the past. This one in particular was stickier than others, even when the dual-bolt seat post clamp was torqued with a watchful eye. The system never failed, although it did require a helping hand to reach the max height. Finding a 170mm travel post on the medium frame was a welcomed sight though.
![photo]()
Giant Contact SLR Handlebar: Giant fills out the spec sheet on their bikes with a fair number of in-house components that we might not otherwise test exclusively. I got on well with the 5x7 angles of the Contact SLR 35 when trimmed down to 770mm. At this length, the flex never felt over the top and vibration absorption remained comfortable. As mentioned, the medium bike came with a 20mm rise and I preferred a spare, higher rise bar I had in the garage.
Giant TRX 2 Wheels: Giant improved massively on the durability of the TRX wheels with the second-generation carbon rim. They were put through proper paces with a few hucks and multiple “oops” rock pings, but they didn’t miss a beat. A two-year warranty gives the consumer peace of mind too, although it'd be nice if they hopped aboard the lifetime warranty train. The hubs, on the other hand, lasted through the test, but I did experience the pawls jumping unexpectedly from time to time.
TranzX Dropper Post: TranzX posts have arrived on more than one mid-level test bike and they’ve been impressive in the past. This one in particular was stickier than others, even when the dual-bolt seat post clamp was torqued with a watchful eye. The system never failed, although it did require a helping hand to reach the max height. Finding a 170mm travel post on the medium frame was a welcomed sight though.
Which Model is the Best Value?
For customers in the USA, there’s a large gap in the pricing between the $3,800 aluminum Reign 2 and $6,800 Reign Advanced Pro 1 because the base model carbon bike isn’t for sale in that region. Canadian and international customers have a wider selection of models, like the Reign Advanced Pro 2.
I can’t see a huge client base splurging on the Reign Advanced Pro 0 that checks out for over $12K USD, although it does have an assortment of electronic fixings.
If I were adamant about going the carbon frame route, I’d go for the Pro 1 for the increased suspension adjustment and performance gains. Giant also backs all of the composite frames and components with a two-year limited warranty, including the rims.
![photo]()
![Transition Patrol Carbon - Bellingham Field Test Photo Dave Trumpore]()
For customers in the USA, there’s a large gap in the pricing between the $3,800 aluminum Reign 2 and $6,800 Reign Advanced Pro 1 because the base model carbon bike isn’t for sale in that region. Canadian and international customers have a wider selection of models, like the Reign Advanced Pro 2.
I can’t see a huge client base splurging on the Reign Advanced Pro 0 that checks out for over $12K USD, although it does have an assortment of electronic fixings.
If I were adamant about going the carbon frame route, I’d go for the Pro 1 for the increased suspension adjustment and performance gains. Giant also backs all of the composite frames and components with a two-year limited warranty, including the rims.
Giant Reign Advanced 1
Transition Patrol Carbon
How Does It Compare?
What’s another agile and lightweight 160 enduro bike that competes closely with the Reign in terms of performance at a similar price point? Transition’s Patrol Carbon that we tested back in June of 2022 during our Enduro Bike Field Test was a riot to ride and stacks up with its slack head angle, rear wheel travel, and frame qualities.
Both enduro rigs are built on impressively light carbon frames, but neither was the most supple off the top of the travel, or the stiffest under high g-forces. I’d give each one a point there, with the Reign taking the edge off square edge hits better and the Transition feeling stronger underneath you.
The Reign also offers more frame features, like a third flip-chip position and downtube storage area. The wheel sizing on the Patrol is also limited to a 27.5” rear wheel, whereas the Reign can technically accommodate either large or small.
Where the Patrol wins out is on steeper trails, even with a shorter travel 160mm fork. The setup performs best when the rear shock runs on the softer side, giving a greater sense of standing in the bike - keeping in mind, we tested a size large Patrol and medium Reign. For reference, the reach/stack numbers read 475/632 and 460/629mm, respectively.
Lining up the spec sheets, it’s a closely fought battle with barely $100 USD separating the builds. A few of the components are even the same, like the Fox 38 Performance Elite fork and SRAM GX Eagle drivetrain. On the plus side for the Reign, the Advanced 1 Pro build comes with TRX2 carbon wheels and a Fox Float X2 rear shock, versus the alloy Race Face Aeffect R rims and Float X shock.
![photo Tom Richards]()
What’s another agile and lightweight 160 enduro bike that competes closely with the Reign in terms of performance at a similar price point? Transition’s Patrol Carbon that we tested back in June of 2022 during our Enduro Bike Field Test was a riot to ride and stacks up with its slack head angle, rear wheel travel, and frame qualities.
Both enduro rigs are built on impressively light carbon frames, but neither was the most supple off the top of the travel, or the stiffest under high g-forces. I’d give each one a point there, with the Reign taking the edge off square edge hits better and the Transition feeling stronger underneath you.
The Reign also offers more frame features, like a third flip-chip position and downtube storage area. The wheel sizing on the Patrol is also limited to a 27.5” rear wheel, whereas the Reign can technically accommodate either large or small.
Where the Patrol wins out is on steeper trails, even with a shorter travel 160mm fork. The setup performs best when the rear shock runs on the softer side, giving a greater sense of standing in the bike - keeping in mind, we tested a size large Patrol and medium Reign. For reference, the reach/stack numbers read 475/632 and 460/629mm, respectively.
Lining up the spec sheets, it’s a closely fought battle with barely $100 USD separating the builds. A few of the components are even the same, like the Fox 38 Performance Elite fork and SRAM GX Eagle drivetrain. On the plus side for the Reign, the Advanced 1 Pro build comes with TRX2 carbon wheels and a Fox Float X2 rear shock, versus the alloy Race Face Aeffect R rims and Float X shock.
Pros
+ Suspension design doesn’t pigeonhole it into one riding style
+ Versatile geometry changes suit varied terrain
+ Very well spec'd for the price
Cons
- Frame stiffness might not meet expectations for hard-charging riders
- 27.5” rear wheel setting seemed to ride lower than stated
- Downtube storage opening is narrow
Pinkbike's Take
| Giant has brought the Reign back up to scratch as a proper enduro race bike with updated, aggressive geometry and adequate rear wheel travel. Knocking the performance to value ratio in the Pro 1 build is a tough job. There isn’t really any one particular place where the Reign shines because it’s well-balanced across all types of trails, which is what makes a superb enduro race bike. If I had to nit-pick the smallest details, I'd prefer a stiffer chassis and add chain damping devices to take my mind off of the feedback through the rear triangle. |
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I would expect that to be the equipment on a bike at half this price. And a TranzX dropper? Seriously?!
Anyway, 4500E for a frame?!.. well ...(
Given that clamping force varies wildly for the same torque based on what (if any) lubricant is used, what bolt materials are used, whether washers are used etc, none of which are controlled for on mtb, two riders with the same product but cared for differently could have clamping forces so low that the the product slips or so high that the product fails, at the same torque reading.
Further to that, many mtb torque ratings are literally made up by whoever is printing the graphics on the product. Some carbon bar manufacturer or another (Enve I think, but I genuinely don't remember) used to print "6nm max" on the bar... They didnt even know what was being clamped to it. A stem using m4 bolts is going to produce a wildly higher clamping force at 6nm than some cheap ass stem using m6 bolts. And thats before we even consider clamp design, thread pitch, material, quality or lubricant.
Mtb torque ratings are often total nonsense.
....How many more wishes do we get?
Don’t listen to this person, use the recommended torque specs given to you by your frame / part manufacturer. Follow their guidelines (loctite/grease in areas required)
Torque specs are (mainly) determined by the fastener size, material and thread pitch.
When bar manufacturers state “6nm max” or whatever , that’s what they mean. If the clamp spec your looking to put on is 8nm than go to 6nm.
So do not ignore the printed torque value, just accept that they are a decent guide.
There is a depressing amount of smoke and mirrors in the mtb industry, and I have literally sat in design offices and listened to graphic designers discussing what torque specs to write on a product based on nothing more than spec numbers they have seen etched onto competitors products. This isn't aerospace, this is essentially the wild west... Printing torque specs on the product being clamped rather than the clamp itself is simply the most glaring example of the pinch of salt mtb torque suggestions should be taken with.
I don’t understand what your trying to get at with the smoke and mirrors comment. The entire automotive industry runs on torque specs such as these. I’m glad the information is available if for nothing but to be a guide to how tight something should be whether you use a torque wrench or not
Jokes aside a Reeb is the only bike I've test ridden in recent years, mostly because they were offering free demos at a small mtb festival I attended. Thing is, I don't want to pay hundreds to demo bikes I might not be interested in at all.
Think of it as an experience rather than a chore. Like going to the movies, or a concert, both of which are getting up there in cost nowadays
decided while in the shop to demo it instead......I couldnt for the life of me figure out how to climb on that damn bike. like small movements forward or back led to either front wheel lift, or no traction at all. Super stuck to the ground on the way down, like faster than I've ever been, but be damned if I could get any fun out of it, no pop, no life, just flat and fast.
Test rode a Sentinel, smiles for days......
Stoked that you know, but I think for some theres a lot of variance out there to try out different things.
Sometimes we think we know what we want, and then something opens our eyes to different possibilities
On top of that, they're awesome bikes supported with great customer service
Now, on the Reeb, I took a complete gamble, based on my experience over the last several years and really knowing what I wanted from a bike now. The SST has not disappointed. The susp looks simple, but it has something going on as you have to compress it with a little force to bolt up the shock. Amazing bike and now the LT sits.
However I’ve found that most dual link (dw-link, SC, etc) just don’t suit my riding style.
It was a full day demo with that SC, and I’m pretty comfortable with bike setup, so I think it just didn’t suit my riding style (or lack there of). Couple that with a bike that’s going to be that finicky, and it wasn’t for me.
The REEB SST is high on my list of bikes, I’ll need to take a trip South to try one out I expect.
Curious about compressing the suspension to be able to bolt up the shock, like the flex stay is adding resistance to the static system?
But yeah, I talked to Reeb briefly about the design, while installing the shock, mainly to make sure that was normal. I did not get into details, but it works!
Yep! Also, I paid less for my smaller brand bike with carbon frame, carbon wheels and Shimano XT. The deals are out there, you don’t have to pay $7k for GX.
The exception is Yeti, which has sought out even cheaper labor in Vietnam.
I think it's really sad that these brands take such pride in where they were "designed and engineered" but seem almost ashamed of where they were built. When you go to Taichung, it is a bustling conglomerate of hundreds of small factories churning out different kinds of frames and bits, but you won't see any branding outside any of these facilities, because they are merely contracted to churn out a certain number of frames and then move on to the next brand that contracts. One moment a factory is making Raaw Madonnas, the next week they'll be making Trek Marlins. A carbon frame plant could be making Revel Rangers one week and then this very Giant Reign the next. (and yes, I checked each of those bikes is made in Taichung)
If you're ever curious to dig into this more, www.importyeti.com is a great resource to find out who supplies your favorite brand. If you're really on it, you can catch when shipments of new bikes are on the water and try to anticipate launch events.
If you actually have a frame warranty they have your back, if you are a dummy and drop your bike off a cliff or or have it fall off your vehicle, that's not considered a warranty issue, you just messed up and should have taken better care of your stuff.
Stoked on the new Reign to come out, I can't wait to get my hands on one!
Actually-almost every Reign bought here the last few years has broken.
Local shop kid got stress cracks around the headtube of a Trance X, Giant did the composite care replacement, but also told the rider their frames don’t do that either.
Giant USED to set the gold standard for warranty service, but not anymore.
If their bikes seem light compared to other stuff in the same travel bracket, they are. And they break as a result.
Unfortunately there are shops out there that do not have the same customer service level I see, which can put a sour taste in anyone’s mouth about any brand of bike.
Unfortunately the standard a lot of shops operate at is below the expectations of a customer.
(The obvious solution is to run Shimano cranks but I have two old cranksets that don't fit - I think they need boost spindle spacing - and that's annoyed me enough to not buy new ones).
we've changed to a Shimano bb from a FSA but this didn't help either.
My three reign frames and Anthem and XTC were/aren't creaking through.
Bikes like the Stumpy Evo or Sentinel are heavier for a reason. On a trail bike meant for hard use I’ll take a little more weight.
And when Giant denied my warranty claim I went with a Ripmo AF, which is better in every way except the pound or so of frame weight I gained.
TRANCE ADVANCED PRO 29 FRAME
www.giant-bicycles.com/us/trance-advanced-pro-29-frame
TRANCE X ADVANCED PRO 29 FRAME
www.giant-bicycles.com/us/trance-x-advanced-pro-29-frame
ANTHEM ADVANCED PRO 29 FRAME
www.giant-bicycles.com/us/anthem-advanced-pro-29-frame-2023
"There isn’t much that Giant has left off the table here for the $7,999 price tag of the Reign Advanced Pro 1"
So so you felt the need to bring a ruler and make 1.25mm adjustments based on ride location... but the lack of damper adjustments is actually a good thing?
So "set & forget" only applies to clickers (easy to change quickly) and not pressure (needs a shock pump and way more time)?
But the links rotate differently.
I'm just pointing out there is no "seems expensive for an (insert brand)" because they were all manufactured for about the same price. Hell, Yeti is in Vietnam now, probably to take advantage of the fact that Vietnamese wages haven't risen as much as Taiwanese ones in the last decade. But you don't hear anyone saying "seems expensive for a Yeti" because we perceive that brand to be worthy when really they are probably made even cheaper than Giant frames.
www.giant-bicycles.com/de/giant-garantie
(Why there are two "Chainring" specs (teeth count and chainline) in the "Crankarms" section is weird already.)
These words alone from their website are enough…
The above warranty, or any implied warranty, does not cover:
Bicycles serviced by other than an Authorized Giant Dealer.
Modifications from the original condition.
Yikes.
Yeah rock strikes to the downtube are one of the most common ways to crack a carbon front triangle, no matter the brand. I did the same on a v1 carbon sentinel, rock strike crack under the downtube protector.
What we really need is thicker downtube protection and/or stronger carbon downtubes. It would be nice if brands would take the lead on this. Until they do, I've been adding rubber mastic tape on top of my downtube protector (ripmo) for an additional layer of insurance. And friends use Rockguardz carbon protectors underneath the stock protection on their stumpy evos.
Catefory 4 includes all bikes and components that can be used in conditions described under category 1, 2 and 3 as well as in very rough and partially blocked terrain with steeper sections and higher speeds. Regular, moderate jumps pose no problem for experienced riders when using these bikes. Extended and regular use in bike parks and then tackling "North Shore" sections should be avoided. Due to increased stresses, these bikes should be checked for damage after every ride. Full suspension bikes with mid-level travel are typical in this category.
Ok so a little bit of nuance but I'm still not sure what this means.
Lesson: If you crash a Propain and break it, do not be truthful with their customer service department.
It had save my bike a few times for a warranty visit 100%. It is crazy to me only a few brands made a carbon down tube protector stock in their enduro bikes,it is very cheap compared to a frame replace an it looks much better than rubber one´s.
for sure. the "all mountain" segment can be a tricky middle ground. we want our 150r/160f bikes to descend well but also be light and climb well. and then we see carbon frames cracking (ahem stumpy evo) when a brand goes too light on the carbon layup for the category. Brands aren't taking as many chances with the Enduro bikes though, as they shouldn't.
If you’re inside 2 years they’ll cover one frame. Then you’ll break another one and they’ll deny the warranty claim.
The Reign frame weighs a pound or so less than a Sentinel or Stumpy Evo, and the downtube can’t handle impacts, headtube and bottom bracket junctions aren’t strong enough.
In Laramie (which is a small town) I’ve seen something 6 frames fail. They just aren’t sturdy enough.
Next time, I'll remove vowels like the canyon CLLCTV
Adequately because you're in the average rider size/style that it was tuned for. The Elite model doesn't change anything except allowing external adjustment of the high-speed circuits away from that middle/average setting. So of course Perf was adequate compared to Perf-Elite, it's literally the same thing if you leave the HS clickers in the middle.
and maybe this carbon Reign is too - Point was this category of bikes should have more travel and
we should always have the option of a dual crown.
I could be wrong but is it Price Point versus power? Shimano claims that all their 4 pots have the same power.
Maybe it’s cheaper to assemble the bikes because of this, or they got a deal? I wish more bikes came with Rockshox suspension and Shimano group…
My guess is, they either couldn't get ahold of enough parts to build them all and compromised, or for some reason couldn't negotiate a better price on Shimano drivetrain or Sram brakes to mixed them.
Either way, not a huge fan of the frequent bleed intervals I've needed on every DOT fluid brake, and the chemical burns I have received doing those bleeds have also been quite unwelcome.
On the other hand, I have no problem with the modulation I had on mineral oil brakes either (Magura and XTR).
Codes are very easy to bleed though. Far less work on than the XTR I have, and less messy.
I think SLX is the ideal selection because below that you lose the toolless reach adjust, but above it you only gain the basically useless free stroke adjustment. And it costs less than Code R.
Spec chart says 220mm.
pretty cool bike.
IMO - enduro, super, freeride all are same thing/class..just additional categories that industry creates/thinks they need to sell more bikes..a 180mm bike does everything/anything a 160mm bike does just as well without any limitations.
not travel or dual crown compatibility.