Review: Transition's New Sentinel V2 - Now With More Travel
When Transition launched the original Sentinel back in 2017 its geometry numbers turned heads. After all, at the time there were only a few other companies making 29ers that were that long, that slack, and with reduced offset forks. It turns out that the trend caught on, and those geometry numbers look a lot more normal now than they did just a few years ago.
Version 2.0 launches today, and while it isn't a drastic departure from the original, there have been a few noteworthy tweaks and design changes to ensure the Sentinel remains fully modern. The most obvious change is the look of the carbon frame itself – it's more angular, with fewer swoops and curves than before. Think more fighter jet, less Ford Taurus. It's a look that matches the 27.5” Scout that was released this past February.
Version 2.0 launches today, and while it isn't a drastic departure from the original, there have been a few noteworthy tweaks and design changes to ensure the Sentinel remains fully modern. The most obvious change is the look of the carbon frame itself – it's more angular, with fewer swoops and curves than before. Think more fighter jet, less Ford Taurus. It's a look that matches the 27.5” Scout that was released this past February.
Transition Sentinel Details
• Wheel size: 29"
• Carbon frame
• Travel: 150mm rear / 160mm front
• 63.6-degree head angle
• 440mm chainstays (size L)
• Lifetime warranty
• Weight: 31.25 lb / 14.17 kg (size large)
• Frame colors: Ti Grey, Loam Gold
• Price: $5,449 USD as shown, $3,199 frame + Float X2 shock
• www.transitionbikes.com
• Wheel size: 29"
• Carbon frame
• Travel: 150mm rear / 160mm front
• 63.6-degree head angle
• 440mm chainstays (size L)
• Lifetime warranty
• Weight: 31.25 lb / 14.17 kg (size large)
• Frame colors: Ti Grey, Loam Gold
• Price: $5,449 USD as shown, $3,199 frame + Float X2 shock
• www.transitionbikes.com
Along with the updated shape, the Sentinel now has 150mm of rear travel, 10 millimeters more than the original. To go along with the extra travel, the new frame's leverage curve is slightly more progressive in order to provide more support and prevent unwanted bottoming-out on bigger impacts.
The bike that I've been riding for the last two months is the GX build, which retails for $5,499 USD. Highlights include a 160mm RockShox Lyrik Ultimate, Code RSC brakes, SRAM GX drivetrain, and Stan's Flow S1 wheelset with a Maxxis Assegai up front and a DHR II in the back, both with EXO+ casing.
The Sentinel frame with a Fox Float X2 shock is priced at $3,199 USD. Along with the GX model, there's also an X01 version for $6,599, and an NX model for $4,499 USD.
 | The new version is no slouch when it comes to straight-line plowing, but now I'd categorize it as more of an aggressive all-rounder rather than a downhill specialist. |
Construction and Features
The Sentinel's frame is constructed using Toray carbon and a latex EPS molding process. That means the carbon is laid over a latex covered EPS form, then put into a mold. The mold is then heated, which expands the foam, putting uniform pressure onto the inside of the frame to prevent any unwanted wrinkles or voids.
There's internal cable routing for the derailleur and dropper lines, and the brake line is run externally for easy servicing. Two bolts under the top tube can be used to mount a tube or tool holder, and there's new integrated chainstay protection. Tire clearance has also been increased – up to a 2.6” rear tire will fit without any trouble.
As seat tube angles get steeper, the ability to fit a dropper post with plenty of travel is more important than ever. To ensure the Sentinel made the grade, Transition shortened the seat tube length even further, which means there's enough room for as much drop as possible - the OneUp dropper on my test bike has a whopping 210mm of travel.
The Sentinel is devoid of any flip chips or multi-position shock mounts, but that doesn't mean it's a one-trick pony. It's possible to run a 57.5mm stroke shock (stock is 62.5 mm), which would reduce the rear travel to 140mm, and the bike's press-in headset cups means that the frame is compatible with angle-adjusting headsets – geometry tinkerers should be able to achieve a slacker or steeper head angle without much trouble. What about getting even more travel out of the rear end? That's not recommended – the clearance between the downtube and the shock reservoir would get a little too close with a 65mm stroke shock, and issues could arise at full bottom-out.
The Sentinel's frame is constructed using Toray carbon and a latex EPS molding process. That means the carbon is laid over a latex covered EPS form, then put into a mold. The mold is then heated, which expands the foam, putting uniform pressure onto the inside of the frame to prevent any unwanted wrinkles or voids.
There's internal cable routing for the derailleur and dropper lines, and the brake line is run externally for easy servicing. Two bolts under the top tube can be used to mount a tube or tool holder, and there's new integrated chainstay protection. Tire clearance has also been increased – up to a 2.6” rear tire will fit without any trouble.
There's plenty of room for a water bottle, and the brake line is routed externally for easy access.
The Sentinel uses an expanding collet design to keep the main pivot hardware in place. I did have it loosen up on me once, but applying some Loctite to the main pivot bolt prevented any further issues.
As seat tube angles get steeper, the ability to fit a dropper post with plenty of travel is more important than ever. To ensure the Sentinel made the grade, Transition shortened the seat tube length even further, which means there's enough room for as much drop as possible - the OneUp dropper on my test bike has a whopping 210mm of travel.
The Sentinel is devoid of any flip chips or multi-position shock mounts, but that doesn't mean it's a one-trick pony. It's possible to run a 57.5mm stroke shock (stock is 62.5 mm), which would reduce the rear travel to 140mm, and the bike's press-in headset cups means that the frame is compatible with angle-adjusting headsets – geometry tinkerers should be able to achieve a slacker or steeper head angle without much trouble. What about getting even more travel out of the rear end? That's not recommended – the clearance between the downtube and the shock reservoir would get a little too close with a 65mm stroke shock, and issues could arise at full bottom-out.
The integrated chainslap guard keeps things quiet. Yes, there's a little heel rub - riding flat pedals in the mud will do that; I'd recommend applying a strip of mastic tape or a protective sticker.
There's clearance for up to a 2.6" tire.
Geometry & Sizing
As I mentioned, the Sentinel's geometry numbers were modern enough that they didn't need a drastic revision. There have been a few changes, though; the head angle has gotten even slacker, and it now comes in at 63.6-degrees. The chainstays measure 440mm on all sizes – that's 5mm longer than before, although it would be nice to see those change depending on frame size. I bet the rider on the XXL size wouldn't mind a longer back-end to go with that 521mm reach...
The seat angle varies slightly depending on the size, but on the large its 76.9-degrees. Props to Transition for publishing the seat tube angle at multiple heights, along with the actual, 70.8-degree angle and the amount of seat tube offset, numbers that are all too often missing from geometry charts.
As I mentioned, the Sentinel's geometry numbers were modern enough that they didn't need a drastic revision. There have been a few changes, though; the head angle has gotten even slacker, and it now comes in at 63.6-degrees. The chainstays measure 440mm on all sizes – that's 5mm longer than before, although it would be nice to see those change depending on frame size. I bet the rider on the XXL size wouldn't mind a longer back-end to go with that 521mm reach...
The seat angle varies slightly depending on the size, but on the large its 76.9-degrees. Props to Transition for publishing the seat tube angle at multiple heights, along with the actual, 70.8-degree angle and the amount of seat tube offset, numbers that are all too often missing from geometry charts.
Suspension Design
According to Transition, the leverage ratio on the new Sentinel V2 has a 23.5% total change (2.81 starting and 2.15 ending), with approximately 15% change from sag to full travel. The initial leverage ratio was increased for better small bump compliance, and the increase in travel along with the increase in progression is claimed to help improve the amount of support on sequential bigger hits.
Anti-squat sits slightly above 100% at sag, and then drops off as the bike goes through its travel.
| Specifications | ||
| Price | $5449 | |
| Travel | 150mm | |
| Rear Shock | RockShox Super Deluxe Ultimate | |
| Fork | RockShox Lyrik Ultimate RC | |
| Headset | FSA No57E | |
| Cassette | SRAM GX Eagle | |
| Crankarms | SRAM Stylo 7K DUB | |
| Rear Derailleur | SRAM GX Eagle | |
| Chain | SRAM GX Eagle | |
| Shifter Pods | SRAM GX Eagle | |
| Handlebar | ANVL Mandrel | |
| Stem | ANVL Swage 40mm | |
| Grips | Sensus Lite | |
| Brakes | SRAM Code RSC | |
| Wheelset | Stans Flow S1 Tea | |
| Tires | Maxxis Assegai 2.5" / Maxxis DHR II 2.4" EXO+ | |
| Seat | ANVL Forge CroMo | |
| Seatpost | OneUp Dropper Post | |
Test Bike Setup
I ran a little above bodyweight in the RockShox Super Deluxe shock, which put me at 28% sag. After a few rides, I ended up installing one more volume spacer in the shock, for a total of two. Up front, I ran 78 psi in the Lyrik, with two clicks of high-speed compression and four clicks of low-speed compression from fully open.
The touchpoints of the bike worked perfectly for me – the 30mm rise bar, the Anvl seat, the Sensus grips, the tire selection – I didn't need to swap out anything at all. It doesn't hurt that Transition is based in the same town I live in – it makes sense that the parts would be appropriate for where I ride.
Testing took place entirely around Bellingham, Washington, where trail conditions ranged from wet and sloppy to primetime perfection. Typically, I would have thrown some Canadian adventures into the mix, but unfortunately, the current COVID situation has taken that off the table for the time being. Luckily, I live close to miles and miles of top-notch trails.
I ran a little above bodyweight in the RockShox Super Deluxe shock, which put me at 28% sag. After a few rides, I ended up installing one more volume spacer in the shock, for a total of two. Up front, I ran 78 psi in the Lyrik, with two clicks of high-speed compression and four clicks of low-speed compression from fully open.
The touchpoints of the bike worked perfectly for me – the 30mm rise bar, the Anvl seat, the Sensus grips, the tire selection – I didn't need to swap out anything at all. It doesn't hurt that Transition is based in the same town I live in – it makes sense that the parts would be appropriate for where I ride.
Testing took place entirely around Bellingham, Washington, where trail conditions ranged from wet and sloppy to primetime perfection. Typically, I would have thrown some Canadian adventures into the mix, but unfortunately, the current COVID situation has taken that off the table for the time being. Luckily, I live close to miles and miles of top-notch trails.
Mike Kazimer
Location: Bellingham, WA, USA
Age: 37
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Location: Bellingham, WA, USA
Age: 37
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Climbing
Yes, the Sentinel's head angle sits in what used to be downhill bike territory, but that doesn't mean it climbs like a big, sluggish gravity sled – far from it, in fact. The overall weight is very reasonable, especially considering the lack of any lightweight carbon components, and it felt more energetic on the climbs than I'd expected.
The 76.9-degree seat tube angle is in-line with the latest batch of bikes I've been testing, as is the 613mm top tube length. Those numbers, combined with the 30mm rise bar meant that I felt right at home the moment I sat on the Sentinel.
It's on straight ahead, technical sections that the Sentinel's length and head angle are beneficial – there's a level of slow-speed stability that makes it easy to maintain forward progress on tricky, chunky climbs.
There was minimal pedal bob during seated climbing, and a small amount of motion from the shock when I shifted my weight forward during out of the saddle efforts. Overall, I was content leaving the shock in the fully open position for the vast majority of the time. I'd put its climbing manners on par with those of the new Norco Sight, and a little behind the Ibis Ripmo, which has a shorter wheelbase and a slightly more efficient feeling suspension design.
Now, in saying all this, the Sentinel is still more focused on the descents than the climbs. It's very manageable on tamer terrain, and I was perfectly content pedaling it around for 4-6 hours at a time, but it also isn't going to deliver that super snappy, turn-on-dime feeling that would come with something shorter and steeper.
Yes, the Sentinel's head angle sits in what used to be downhill bike territory, but that doesn't mean it climbs like a big, sluggish gravity sled – far from it, in fact. The overall weight is very reasonable, especially considering the lack of any lightweight carbon components, and it felt more energetic on the climbs than I'd expected.
The 76.9-degree seat tube angle is in-line with the latest batch of bikes I've been testing, as is the 613mm top tube length. Those numbers, combined with the 30mm rise bar meant that I felt right at home the moment I sat on the Sentinel.
It's on straight ahead, technical sections that the Sentinel's length and head angle are beneficial – there's a level of slow-speed stability that makes it easy to maintain forward progress on tricky, chunky climbs.
There was minimal pedal bob during seated climbing, and a small amount of motion from the shock when I shifted my weight forward during out of the saddle efforts. Overall, I was content leaving the shock in the fully open position for the vast majority of the time. I'd put its climbing manners on par with those of the new Norco Sight, and a little behind the Ibis Ripmo, which has a shorter wheelbase and a slightly more efficient feeling suspension design.
Now, in saying all this, the Sentinel is still more focused on the descents than the climbs. It's very manageable on tamer terrain, and I was perfectly content pedaling it around for 4-6 hours at a time, but it also isn't going to deliver that super snappy, turn-on-dime feeling that would come with something shorter and steeper.
Descending
Fans of the first generation Sentinel won't be disappointed by the new one. It has all the capabilities of the original, and now there's a little more margin for error courtesy of 10 millimeters of additional cushion for those moments when things don't go exactly as planned.
When I reviewed the aluminum Sentinel back in 2017 I wrote that it, “prefers to plow straight ahead rather than pop off trailside features – smashing straight down the trail is its strong suit.” The new version is no slouch when it comes to straight-line plowing, but now I'd categorize it as more of an aggressive all-rounder rather than a downhill specialist. It's well-suited to my favorite types of rides – big, long adventures with a focus on steep and rough trails that can only be accessed after a sustained uphill grind.
My slight change in tune is partially due to the fact that there have been a number of even more DH-oriented 29ers released in the last two years, bikes like the Specialized Enduro or Raaw Madonna, for instance. Those two models, in particular, feel more single-mindedly focused on crushing downhill laps, with more travel and a stoutness that allows them to blithely smash through obstacles.
The Sentinel has a comfortable, carvy nature to it, and I never felt like I was getting unduly knocked around on rough descents. Frame stiffness is hard to quantify without putting on the lab coat, and the aluminum Stan's wheels likely played a part in the equation, but I was impressed by just how comfortable the Sentinel felt on the trail. Big hits were dispatched without a fuss once I'd added an additional volume spacer – the end-stroke ramp up was smooth, and in the instances when I did use all the travel it never felt like I was hitting a wall.
Fans of the first generation Sentinel won't be disappointed by the new one. It has all the capabilities of the original, and now there's a little more margin for error courtesy of 10 millimeters of additional cushion for those moments when things don't go exactly as planned.
When I reviewed the aluminum Sentinel back in 2017 I wrote that it, “prefers to plow straight ahead rather than pop off trailside features – smashing straight down the trail is its strong suit.” The new version is no slouch when it comes to straight-line plowing, but now I'd categorize it as more of an aggressive all-rounder rather than a downhill specialist. It's well-suited to my favorite types of rides – big, long adventures with a focus on steep and rough trails that can only be accessed after a sustained uphill grind.
My slight change in tune is partially due to the fact that there have been a number of even more DH-oriented 29ers released in the last two years, bikes like the Specialized Enduro or Raaw Madonna, for instance. Those two models, in particular, feel more single-mindedly focused on crushing downhill laps, with more travel and a stoutness that allows them to blithely smash through obstacles.
The Sentinel has a comfortable, carvy nature to it, and I never felt like I was getting unduly knocked around on rough descents. Frame stiffness is hard to quantify without putting on the lab coat, and the aluminum Stan's wheels likely played a part in the equation, but I was impressed by just how comfortable the Sentinel felt on the trail. Big hits were dispatched without a fuss once I'd added an additional volume spacer – the end-stroke ramp up was smooth, and in the instances when I did use all the travel it never felt like I was hitting a wall.
Transition Sentinel
Ibis Ripmo V2
How does it compare?
The Ripmo and the Sentinel were both updated this year, so let's take a moment to see how these sequels stack up. On tighter, slow speed climbs the Ripmo takes slightly less effort to maneuver – its steeper head angle (64.9 vs 63.5) and 25mm shorter wheelbase make it feel a little zippier than the Sentinel.
Once the trail heads downhill, the Sentinel pulls ahead - it's more assured and stable on really steep sections of trail. Both bikes are competent descenders, but it's the Sentinel that feels most at home when gravity takes over. When it comes to price, a Ripmo frame and shock are $200 USD less than a Sentinel.
There's less of a difference when compared to the Norco Sight. The geometry numbers are nearly identical – the Sight's reach is a little longer, and the seat tube angle a little steeper, but the wheelbase dimensions are within a millimeter of each other. The Sentinel is a little lighter thanks to its full carbon frame, and the Transition's rear suspension offered more mid- and end-stoke support when both bikes were set up with similar amounts of sag.
The 210mm OneUp post came in handy on extra-steep trails.
Underneath the lower shock mount is a tiny swimming pool for ants.
Technical Report
The Sentinel's GX build kit is a pretty close match to how I'd choose to spec my own bike – going with the workhorse GX drivetrain helps keep the price down while leaving room for goodies like the Code RSC brakes and Lyrik Ultimate fork. Gram counters could easily shed weight by swapping some of the aluminum parts out for carbon, but even if I had unlimited funds there's really not much I'd change right away.
Super Deluxe knock: The Sentinel's RockShox Super Deluxe shock had an annoying knock that was audible at slower speeds. At first, I thought it was cable rattle or possibly something in the frame, but switching to a Fox Float X2 shock confirmed that the Super Deluxe was the source of that racket. It didn't seem to be affecting the performance, but on quieter sections of trail it was very distracting.
According to RockShox, a new tune has been developed to specifically address the concerns of noise. For riders who purchase a Sentinel prior to the change being implemented in production, this tune is retrofittable to the current Super Deluxe shocks. Transition says that, "If you feel like your Super Deluxe shock is affected, contact us by email or via live chat on our website and we will help to ensure the issue is resolved as quickly as possible through a RockShox service center. This retrofit will be done at no charge to customers."
Loam swimming pool: Transition have always touted their 'loam shelf', the part of the frame in front of the chainstays where piles of loamy soil like to accumulate. It's a good way to show off your local trail conditions on social media, but I'm not so sure about the new feature, the loam swimming pool. There's a pocket underneath the lower shock mount where water collects after a wet ride or a bike wash, and you need to flip the bike upside down to get it to drain. Lots of bikes with this frame style have windows / ports to allow water to escape, but not this one.
Maxxis Assegai / DHR II tire combo: I'm a big fan of this tire match-up for most of the year here in the Pacific Northwest. It's a slightly faster rolling option compared to dual Assegais, and there's loads of traction in firm to soft conditions.
The Sentinel's GX build kit is a pretty close match to how I'd choose to spec my own bike – going with the workhorse GX drivetrain helps keep the price down while leaving room for goodies like the Code RSC brakes and Lyrik Ultimate fork. Gram counters could easily shed weight by swapping some of the aluminum parts out for carbon, but even if I had unlimited funds there's really not much I'd change right away.
Super Deluxe knock: The Sentinel's RockShox Super Deluxe shock had an annoying knock that was audible at slower speeds. At first, I thought it was cable rattle or possibly something in the frame, but switching to a Fox Float X2 shock confirmed that the Super Deluxe was the source of that racket. It didn't seem to be affecting the performance, but on quieter sections of trail it was very distracting.
According to RockShox, a new tune has been developed to specifically address the concerns of noise. For riders who purchase a Sentinel prior to the change being implemented in production, this tune is retrofittable to the current Super Deluxe shocks. Transition says that, "If you feel like your Super Deluxe shock is affected, contact us by email or via live chat on our website and we will help to ensure the issue is resolved as quickly as possible through a RockShox service center. This retrofit will be done at no charge to customers."
Loam swimming pool: Transition have always touted their 'loam shelf', the part of the frame in front of the chainstays where piles of loamy soil like to accumulate. It's a good way to show off your local trail conditions on social media, but I'm not so sure about the new feature, the loam swimming pool. There's a pocket underneath the lower shock mount where water collects after a wet ride or a bike wash, and you need to flip the bike upside down to get it to drain. Lots of bikes with this frame style have windows / ports to allow water to escape, but not this one.
Maxxis Assegai / DHR II tire combo: I'm a big fan of this tire match-up for most of the year here in the Pacific Northwest. It's a slightly faster rolling option compared to dual Assegais, and there's loads of traction in firm to soft conditions.
Pros
+ Great all-rounder for riders with the right terrain
+ Relatively light considering the build kit
+ Wide range of sizes, room for long travel dropper posts
Cons
- Knocking noise from Super Deluxe
- Water pools up underneath lower shock bolt
- Not the mini-DH / smash-through-everything bike some riders may be looking for
Pinkbike's Take
| The new Transition Sentinel isn't a drastic departure from the original, but if anything that's a testament to how far ahead of the curve that first version actually was. With a little more travel and all the latest frame features it's fully modernized and able to take on a far wider variety of terrain than its geometry numbers suggest. |
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369 Comments
LOL. New not necessarily meaning brand new, perhaps I should have stated different as most were used, just new to me. I'll wear my Carhatts out until they burst into flames. Literally the only thing I spend any money on is mtn bikes and dirt bikes. Thrifty has its benefits.
No need here, best bike I´ve ever ridden. I also bought it as kind of a mini-DH in mind (what it also is capable of doing) but it´s still so versatile. Geo was REALLY ahead of it´s time back then.
The Bomber CR is similar to the Van RC, but was released for a bunch of trail bike sizes and strokes. Much like the Van RC, it's meant as a budget friendly starter coil.
You're not going to get a $600 shock for $300. The lack of features reflects the price, much like how the old Van RC is. I'd rather pay $300 and get 1 or 2 less adjustments and insane reliability, whereas I pay $700 for something like an Ohlins and rebuild at the same interval of an air shock.
I rode the Van36 for a long time. The small bump compliance while still having enough support for bigger hits was great. Air has taken over, but I do think that if some fork companies put the coil forks with pro EWS riders and they started winning, coil would instantly become popular again. Coil rear shocks have become more popular of late on EWS.
I've got the Rockshox Boxxer coil on my downhill bike and actually prefer it over the air, but I'm a utilitarian person, along with a "set and forget" mentality. The service interval and the ability to just not worry about how much air I have in the fork or my sag settings is great to me. People are digging the Marzocchi Z1 coil, I think the new Rockshox enduro fork will see a coil option as well.
Those curvy frames were divisive but they sure were unique and I love 'em! Glad I got one.
There are more than enough straight/angular brands out there!
It is important to set clear boundaries or the categorizations could get too convoluted.
I bet a large with 500mm reach and 65 degree HTA will be popular in say 2-3 years.
After this - it's back to messing with handlebars; more backsweep (like SQLab) and upsweep (like Newmen) - you heard it here first.
Given listed effective TT numbers, I think actual STA for tall guys will be pretty close to identical between Sight and Sentinel.
But $7600 CAD for a GX build? Wowzers. An aluminum model will likely still be up in the 6k range. Even if I were a fan of carbon frames in this segment of bike (I'm very much not, but that's me), that's still a tough sell.
Looks great though!
Transition has always been great (and my LBS North Shore Bike Shop too for often stepping up) at helping customers out even when beyond their warranty timeframe... now it's just more official!
$300 cheaper than an SB140
Not to take anything away from the good folks who make products in other countries, but it makes sense to buy local.
If Transition made their frames in the USA, I'm curious if they could compete with GG.
I did, however, just pick up an aluminum Mongoose Nugget frame that I'm excited to build up. Pretty beefy.
Why would you expect anything different? They are not apples to apples in any way...
JKN, but we didn't really get the "Super Sentinel" everybody was talking about. But I'd guess Transition built the bike they thought they would sell more of??
Both brands have some wheel size/travel/chain stay length restrictions. Also both brands are doing more than one model with the same front triangle so I'd guess that also creates a hurdle.
I didn't know the Sentinel shared the front triangle with the Patrol?
In the end I think both Transition and GG make some great bikes. Can't really go wrong!
also doesn't cost as much
Crazy thing is GG only made their first Carbon frame last year, and their first XL carbon frame a couple months ago... Think where they will be in 19 years!
And on that note crazy that Transition has grown so much in just 20 years themselves...
I've considered several times over the last 2 years to buy an alloy Sentinel (always ended up not doing it because people kept telling me they're awful climbers), I guess this new version will be out of my radar.
On the other end, wouldn't be surprised if Transition has a more "Patrol-ish" 29er in the sleeve, or even actually releases the Patrol as a 29er
since all the muppets are buying effin stupid carbon for no reason but looks, transition does not put any effort in the development of a reasonably light aluminium alloy frame (bitches!). And then you‘ll end up with a 4,2kg frame without shock in size m.
Look at Norco sight, gt force 29 and v1, it is quite ridicilous. So no, just cut the crap and buy from companies who put real effort in aluminium frames and enjoy no disadvantages whatsoever compared to carbon for 1000€ less. Banshee is a good call.
- Megatower
- Enduro
- new Scout
- Strive
- I heard somewhere that Norco cancelled the Sight frameset alloy
Developing a good alloy frame (in a league with Liteville, Nikolai, RAAW, Commencal, Pole, etc) takes lots of resources, which a niche brand such as Transition probably isn't going to invest after already blowing their R&D budget on the carbon model. Therefor they would probably end up making a very mediocre, underdeveloped alloy version of this frame.
Alloy frames should be left to companies that specialize solely on aluminium rather than carbon, or companies big enough to be able to afford a proper R&D process for both alloy and carbon.
“ We know a lot of people are looking for alloy options, and it's something you will see more of from us eventually. We can't share any specific timing or details yet, but we hear you, and we aren't ignoring the category. We're a small company and when we develop something we want to make sure we do it right. --Sam”
They only use one height per size for effective seat tube angle, which is what everyone else does to derive their effective seat tube angles, except without publishing that height for each size. So super good on them for publishing the heights, but that phrasing makes it seem better (multiple heights & angles listed per size) than it is.
better?
Some outlets were celebrating the MK1 Sentinel's geometry as "pioneering" at the time when in reality several brands were already doing the same
"Lars at Transition contacted [me] after he’d read that article and tested with shorter offsets and longer bikes. He wanted me to help put into words what he was feeling on the trail, to clarify in his own mind why it was better when the industry orthodoxy seems to think it should be worse and also to justify his theory up the food chain at Transition I guess."
singletrackworld.com/2017/11/interview-chris-porter-on-losing-his-mojo-suspension-mtb
www.pinkbike.com/news/transitions-new-speed-balanced-geometry-2017.html
Still love what transition is doing as far as geo. But bring back the metal!
Just give em some time
Perhaps they don't want aluminum taking up their carbon sales and are switching the release order? (Wonder if profit margin is higher fir the carbon?) In the past the metal bikes came first I assume because they were trying to get new bikes to market ASAP. And then the carbon bikes came when they were ready...
Something's different... But fir sure I'd like to still see AF versions...
Also why post the chainstay lenght as 440mm (size large) if it's the same size for all bikes? Kind of implies that:it differs, yet it doesnt.
Banshee has long and short dropout options. I think mondraker and propain dh bikes do. Transition dh bikes used to. Nicolai bikes does.
In the AMA Sram guys said it's the counter measure spring, but it's not that either, the shock still knocks with the aircan (and CM spring) removed.
@easyslorider: again, no. First of all, my shock is a 230x65, so max travel for the ETE size. Meaning no stroke reducer. And both my and my friends shocks are horizontal or almost horizontal. Plus I had issues with the noise when the bike was new, it went away a bit, but is now very loud again after i did the 200h service. Nothing was wrong with the bottom out O-ring, so no, this is not the issue. Plus said friend of mine shot a video of the shock making the noise with no aircan on it. And the noise is present on movement, your rattling would be present by just shaking the bike around, not moving the shock. Which is the exact opposite of what I/we experience.
Something is wrong in the damper.
photos.google.com/share/AF1QipMnbQIU6RJWeEPt1F_UDsUQ32ysiCHUyY1VXZHoV0EX13Ud5P8-BElCoyOoA6tGeQ?fbclid=IwAR3ZatDFanwq7K8BMWDV0VoGvSEQB4jDyNA3IiYk-bE0ycCArD3KBgSK_hY&key=a01SdGo0RTRYLXc2RlQ3SWVoYkE1bEoxVkVyenVB
If someone finds out what is causing problem, please report here
@mikekazimer is knocking sound on this Super Deluxe similar to my?
It's great for everything! IF "everything" is limited to this specific thing...)
This has become a common thing to see in PB reviews. Perhaps some expectations need updating?
$5400 for a GX build isn't for the riders. My full carbon capra pro race X01, fox factory build cost $5400...
The GX build should cost in the $3k ballpark if you remove the margin for shops.
what were you saying about it being a 'good' build for $5400...
If they sell more bikes then success..but kinda underwhelming in all respects for me.
I like the swoopy/unique look of the first Gen frame. I'd just install a 170/180mm fork on first Gen and call it perfect.
-Cons..not the mini-DH..bike some may be looking for? It has slightly longer stays, more travel and a slacker HTA..how does this not retain, if not fractionally increase more of what you described in your 2017 review???
Still a SICK bike for sure and I've always liked Transitions sionszz..with this exception.
but still
GX is just not up to the sort of riding this bike is capable of, SLX 12 speed far more durable, the lower end SRAM stuff just dies and I found warranty takes weeks & weeks
Id take 10 speed Deore with a sunrace 11-46 cassette over GX eagle or NX 11 speed, might not be as flashy but it will last longer and mean more time on the trails, less time being fixed & chasing warranty
Oh and this sentinel looks great