Transition Scout 1 - Review

Dec 1, 2014
by Mike Kazimer  


Transition completely overhauled their all-mountain and trail bike lineup for 2015, launching four new models based around a Horst Link suspension design, a departure from the company's previous link-driven single pivot configuration. The aluminum, 27.5" wheeled Scout has thoroughly modern geometry, with a long reach, low BB, and a slack head angle that's achieved by pairing a 140mm RockShox Pike RCT3 with a Monarch RT3 DebonAir shock that delivers 125mm of rear travel. The Scout 1 tested here retails for $4899 USD, and is available in four frames sizes with two color choices - Limeade or Satin Black. The price for a frame only with a Monarch RT3 DebonAir shock is $1799.



Transition Scout 1 Details

• Intended use: trail / all-mountain
• Wheel size: 27.5''
• Rear wheel travel: 125mm
• Aluminum frame
• GiddyUp Link suspension
• RockShox Pike RCT3 140mm fork
• Sizes: S, M, L, XL
• Weight: 29.5 lb (size L w/o pedals)
• MSRP: $4899 USD
@TransitionBikeCompany
www.transitionbikes.com



Frame Design

Mountain bike geometry has undergone a shift over the last few seasons, and Transition has joined the growing number of companies producing bikes with long front centers, low bottom bracket heights, and short chain stays. In theory, this should provide better stability at speed, as well as allowing the bike to be run with a short stem without compromising its handling. This geometry has gained the most traction on bikes with 150-160+ millimeters of travel, but it's beginning to spread to shorter travel bikes like the Scout as well.

While it may not be breaking any new ground as far as aesthetics go, the Scout has a clean and aggressive look to it, with a top tube angle that provides plenty of standover clearance, and stout looking head tube junction. Even with the generous amount of standover, it's still possible to mount a full size water bottle on top of the down tube, which is a welcome sight, as is the use of a threaded, 73mm bottom bracket shell.

Transition Scout review
The Scout is purpose built for hard riding, with a beefy head tube junction and clevis style pivots in the rear

Internal cable routing is accomplished via a rectangular cut-out on each side of the top tube for brake and derailleur housing, and the seat tube is set up to run a stealth dropper post. Sealed cartridge bearings are used throughout the rear suspension linkage, and clevis style pivots along with a brace between the two seat stays are intended to add additional rear end stiffness. While both models of the Scout come equipped with 1x drivetrains, a front derailleur can be mounted for those riders who are still hesitant about giving up their extra front chain ring. ISCG 05 tabs are also in place for running a full or partial chain guide.


Transition Scout review
  GiddyUp. The rear chainstay pivot is located ever-so slightly below the rear axle, a configuration that Transition decided on after multiple rounds of on-trail prototype testing.

Suspension Layout

Transition's 'GiddyUp Link' is a play on words that refers to the use of a Horst Link suspension design. With the GiddyUp Link the rearmost pivots are located on the chain stays rather than the seat stays like Transition's previous bikes. When asked about the switch from their prior link-driven single pivot design to the new configuration, Kyle Young, co-owner of Transition, said, “We felt we could improve traction and control on technical singletrack climbing...and still have a lot of options for shock tuning to keep the suspension consistent feeling on the descents. We've been playing with different suspension layouts for years, and the time just wasn't right to change until now. The patent expiring was good timing, but it wasn't at all what drove the decision. It's a constant quest to improve the bike that drives this - if the Horst patent wasn't up, then it likely would have been a different layout that we would have employed."

As to how the positioning of the rear pivot was achieved, according to Kyle, “We experimented with a range of placements and ultimately the characteristics we wanted had to be worked out in the kinematics, and that's where Luke Beale (owner of Level One Engineering) helped a ton. Once the kinematics were dialed as best we felt they could be on paper, we made mules and tested a variety of configurations. Getting out there and actually riding different variations goes a long ways toward determining the end result as well, as you can only do so much on paper.”

For the best climbing and descending performance,Transition recommends running the Scout with 30% sag in the standing riding position, which should end up at or close to 35% sag when seated on level ground. This number correlates with the point at which the chain growth is greatest - as the bike goes past its sag point the rate of chain growth decreases, allowing the suspension to remain active for small and large bump absorption.



Specifications
Price $4899
Travel 125mm
Rear Shock Monarch DebonAir
Fork RockShox Pike RCT3 140mm
Headset FSA NO.57E
Cassette SRAM XG 1180 (10-42)
Crankarms Race Face Turbine DM 32t
Rear Derailleur SRAM X01
Chain SRAM PCX1
Shifter Pods SRAM
Handlebar Kore Mega 760mm
Stem Race Race Respond 45mm
Grips ANVL Rasp Lock On
Brakes Shimano XT
Wheelset WTB Frequency Team i23 27.5 w/DT Swiss 370
Tires Schwalbe Nobby Nic 27.5 x 2.35 Pacestar Evo front, 2.25 rear
Seat ANVL Forge Chromoly
Seatpost Rock Shox Reverb Stealth
Transition Scout review






Climbing

The Scout comes with a 760mm bar and a 45mm stem, a setup that works well with its geometry to create a climbing position that's comfortable whether standing or seated. Even with the long front center / short stem combination, getting enough weight over the front end on steep climbs wasn't any trouble, likely due in part to the bike's steep 74.9° seat tube angle. That angle helps keep the rider's weight centered when the seat post is at full extension, which aids in maintaining rear wheel traction without unweighting the front end.

Transition bills their GiddyUp Link suspension layout as being designed to be run fully open at all times, but on longer climbs I still preferred to run it in the middle compression setting to minimize the amount of suspension movement during out of the saddle pedaling. Think of the blue lever on the Monarch DebonAir shock as a traction control switch – open it up when you need maximum grip, and flip it to the middle setting when efficiency is more important than traction, whether that's during a long grind up a logging road or on a smoother stretch of singletrack. The suppleness of RockShox's new DebonAir is most often touted as benefiting downhill performance, but it works wonders on the ascents as well, allowing the Scout claw its way up nasty climbs with minimal effort thanks to the gobs of traction on tap. Of course, the Scout's weight does mean that it's not going to be quite as peppy of a climber as something a few pounds lighter, but I never felt held back by those extra grams, even on all-day rides that wracked up dizzying amounts of vertical, and the stout frame construction is well worth it as soon as the downhill portion of a ride begins.


Mike Kazimer Transition Scout test review
  The Scout felt at home on steep, rowdy terrain.

Descending

The Scout may climb well, but it's an even better descender, exhibiting outstanding handling no matter how steep or technical the trail. I purposely took it on terrain I thought might rattle it, rough and tumble trails that would push most 5” bikes to their limits, but the Scout took it all in stride, refusing to flinch, even when faced with tight chutes bristling with jagged rocks. Even though there's a 15mm difference between the amount of fork and shock travel, the discrepancy wasn't noticeable on the trail, and the Scout felt extremely well balanced, with plenty of support even during repeated hard impacts. The Scout has the type of supportive feel you'd expect from a well tuned rally car, which allows it to skip over the rough stuff rather than getting bogged down in its travel, keeping it ready to take on the next impact. As with any bike in this class, it takes a little more finesse to get through really chopped up sections of trail, since 125mm of travel only goes so far, but it does feel like there's more than 5" of travel on tap, creating a greater cushion for those poor line choices. For the vast majority of the time the rear suspension felt invisible, sucking up bumps without any odd spiking or harshness. The instances when the rear shock did bottom out were all well deserved, occurring during landings into hard compressions that would have caused almost any bike to reach the end of its travel.

On trails that resemble a pump track, the Scout is a speed machine, and pushing into the backside of a roller generated a satisfying blast of forward motion. There wasn't any discernible frame flex during hard cornering, a trait that encouraged entering turns with more and more speed to see just how hard they could be leaned into. As an added bonus, the Scout is extremely quiet, completely free from any distracting rattling or clanging that can divert a rider's attention from the trail. Getting the bike airborne wasn't any trouble either - like an eager puppy straining at a leash, the Scout wants to leap upwards at the sight of any sort of takeoff. In fact, it's capable enough that I wouldn't hesitate to take it into a bike park to have a go on the flowier, jump filled trails, trails like Whistler's A-Line or Dirt Merchant where a longer travel bike isn't a necessity.


Transition Scout review
  (From L to R) Schwalbe Nobby Nic tire, RockShox Monarch RT3 DebonAir, and ANVL Rasp lock-on grips.

Component Check

• Schwalbe Nobby Nic Tires: Schwalbe's updated tread design broadens the range of conditions that the Nobby Nic is usable in, but it still wouldn't be on my short list of tires for wet conditions. On wet roots and rocks the side knobs had a tendency to let go with minimal warning, making it difficult to put much trust in them on those sloppy days. Once things dried out it was smoother sailing, and they felt more like the capable all-rounder they're intended to be.

• WTB i23 / DT Swiss Wheelset: The WTB rims held up to everything that was thrown at them, but the DT Swiss freehub on the rear wheel occasionally popped under heavy loads. It doesn't use the star ratchet system found on DT's higher end hubs that we've had good luck with, instead using a more traditional spring loaded pawl design.

• ANVL Rasp Grips: The Rasp grips are nice and thin, and use a simple one bolt lock-on design, but the rubber durometer is rather hard, which caused sore hands on longer rides.

• RockShox Monarch Debonair RT3: Even when set up with the generous amount of sag that Transition recommends, the Monarch Debonair provided excellent small bump sensitivity while still remaining able to handle larger impacts. There was a slight 'thunk' noise that occurred somewhere in the initial 40% of the stoke, one that was most noticeable when the shock was in the middle compression setting, but it didn't seem to have any affect on the shock's performance.

• Race Face Turbine Crank: Race Face's Turbine cranks are becoming a familiar sight on trail and all-mountain bikes, and for good reason. Their strength to weight ratio is excellent, and the Cinch System allows them to easily be set up to work with just about any chain ring / bottom bracket configuration imaginable.


Mike Kazimer Transition Scout test review


Pinkbike's Take:
bigquotesThe concept of a shorter travel bike with long, low and slack geometry still raise questions, especially from riders who haven't experienced how much fun a bike like this is capable of delivering. There are bikes with more travel that weigh a similar amount, so given the choice, why would anyone want less travel? What it comes down to is how the bike feels on the trail - the Scout possess a mix of playfulness and brawn that's often lacking in longer travel bikes. This isn't a spineless noodle of a trail bike designed for puttering around on flow trails, it's a hot rod meant for going foot out, flat out whenever possible. But that doesn't mean it takes a breakfast of Pixy Stix and Red Bull to take advantage of the Scout's capabilities - even a less aggressive rider will be able to appreciate the ease at which the bike can cruise through technical terrain. Pumping through rollers, manualing out of corners, bunny-hopping over everything and anything that gets in the way - the Scout is one of those bikes that turns mountains into playgrounds, making the riding experience that much better. - Mike Kazimer






142 Comments

  • + 69
 Its what the pitch should of been instead it got re-incarnated as a Hard tail. Well done transition on making a truly useful UK trail bike and they still make a 26" wheel bike so no one needs to get angry!!
  • + 22
 exactly, the pitch was great
  • + 3
 but this one is beafier, with less travel
  • + 7
 while you mention the pitch.. I'm kind of torn between the new snabb t and one of these!
  • + 12
 Exactly what I was thinking @Jboyd888

But I still love my Pitch, as long as the frame holds up to my abuse, I'll stick to it. Great allround bike.
  • - 26
flag richierocket (Dec 1, 2014 at 3:37) (Below Threshold)
 ^I hope you burn!
  • + 4
 its a 27.5, hence it must be better than the pitch
  • + 5
 Still rockin the Pitch. Something a little more radical will need to come out to get me to switch.
  • + 9
 If any of you Pitch riders has a 7.5 x 2 shock lying around try short shocking it...really similar to what they are doing with the scout. I did it with a Monarch plus and my pitch feels wicked on the trail.
  • + 4
 Love my pitch, a van 36 up front does wonders for it. So much fun, doesn't feel huge on the ups doesn't have an issue with anything I throw at it.
  • - 23
flag lumpys (Dec 1, 2014 at 7:42) (Below Threshold)
 The industry needs some new designs similar to the Norco Truax, 180 mm with great climbing capabilities. These 125 mm bikes are getting old. Just saying. Soon enough there will be A 29ner hard tail being advertised as an aggressive and playful down hill machine. It has been proven that suspension wins DH medals, so please stop reinventing the concept of gravity. Spend the time Improving the climb functionality of bikes with a minimum of 170 mm travel and higher. Just so you know free ride is not dead, however the bikes are going extinct.
  • + 3
 Couldn't you just run 26 wheels with a quality 2.7 tire and it would rip just he same? Or a smaller 2.5 tubeless with a zingger style wheel.

I ride a FR/HT 7" does everything. Angle fire. Bootleg. Gnarnia
  • + 15
 "The industry needs some new designs similar to the Norco Truax, 180 mm with great climbing capabilities." - Really? You should look around a little. We are surrounded by amazing bikes in the 160-170mm range that are amazing climbers that absolutely kill anything from the Truax's generation/category going downhill. Just because it has 10mm more travel doesn't mean it's a better descender. Modern geometry and big wheels.
  • + 3
 On the topic of aggressive hardtails the kona honzo is pretty beastly from what I've heard, full on dh machine, no. But a sweet bike non the less I'm sure.
  • - 13
flag lumpys (Dec 1, 2014 at 9:01) (Below Threshold)
 Have you descended/ climbed on a Truax, you obviously have no idea. 180 mm of insane capability. Lets keep the standard alive.
  • + 4
 I love my honzo, such an underrated bike here in the UK. It rips the downhills . I'm torn between my Capra pro and honzo when going for a ride.
  • + 1
 @lumpys - which standard are you referring to? 180mm FR bikes? 26" wheels?
  • + 2
 Awesome review, just what I needed to confirm my purchase ! My Bandit has been awesome but in need for replacement Choice
  • - 6
flag speed10 (Dec 1, 2014 at 22:15) (Below Threshold)
 1. I'm thinking this is alot more like a Trance SX

2. 140mm with 35% sag = 91mm
125mm with 35% sag = 81mm
- with 3 to 4 inches of remaining travel, I find it a hard pill to swallow that this bike is going to deliver.
I'm going to say it, Let's get back to enduro please. Don't worry, I'll down vote myself.
  • - 1
 I agree. Not sold on the 140/125 combo...
  • + 1
 oh eeez nice
  • + 0
 What the f??k. Intense cycles discontinued there uzzi for 2015!
  • - 3
 but why should I ride a bike with 120mm of suspension when I can have one with 165mm rear and 160mm up front and under 13kg?
specialized enduro 650b
  • + 18
 Because all that travel means a lot less responsive bike on jumps, tamer trails etc having to lift the bike though all that sag. I much prefer riding a short travel bike on the limit than riding a big squishy bike where I need to be going mach 3 to feel like the bike is actually being pushed!
  • + 7
 Well said @blitz66
I have just ordered my yellow scout, arrives early January, can't wait !
This will be replacing my Transition Bandit. Ive been riding all types of MTBs for 18 years now and for years have had trail bikes with too much travel. The fact all of the travel only gets used on bad line choice or really hard flat landings here in NZ I cannot justify my daily steed to have 160mm travel. The Bandit is/was the perfect trail bike, all the right geometry & travel for my rowdiness style of riding. (All Mtn)
The Scout seems to be an even better make of the Bandit, can't wait to let her loose !
  • + 2
 @glenno my bandit will also likely be replaced by a scout! Enjoy!
  • + 5
 I understand the benefit of shorter travel, as I have a Sinister Gruitr with a 200 x 57 Fox RP23 on the rear and a 160mm Marzocchi 55 Micro Ti on the front. It's basically a 160mm front and rear bike. I started doing more urban riding and realized the travel was overkill for me, so I shortened the front by 40mm down to 120mm and the rear has been reduced to a little over 100mm or thereabouts (used plastic Cane Creek 1 1/8" headset spacers that are the perfect diameter and will fit on the shock shaft inside the air canister). The bike is now more laterally stiff and handles better and is more compact and easier to throw around. It all depends on your style of riding. If you're hitting roots and rocks and using all your travel then less might not be for you. But if you want a more playful, responsive bike that is not a lightweight XC noodle then shortening the suspension of a longer travel bike is a very valid way to go.

Props to sterlingmagnum and blitz66 and glenno and whomever else gets it.
  • + 40
 I hope Patrol review will follow.
  • + 20
 no need to wait! I'll sum it up for you (as every other PB review): Doesn't climb that well but given it's an enduro bike, it gets you up. Point it down and it comes alive. Overall great all around bike.
  • + 2
 Did you ride that? What about slack head angle and long wheelbase? cornering? Is that nimble enought for low speed turns? Or are you just joking? You sounds like PB clicheSmile
  • + 25
 So nice to see a bike being reviewed that's made of metal. Rather than all the cloth and glue ones all the time! Nice liking rig this one.
  • + 22
 can someone please explain to me why bike companies are feeling the need to put internal cable routing on bikes? I get that it looks cleaner and nicer, but it's SO much more annoying when, for example, you need to change your whole brake. I appreciate that's not very often but personally i'd way rather have the routing on the outside and not have the effort of having to bleed the brakes or whatever every time. Unless i've missed something?
  • + 13
 Bike techs agree. External routing is so much nicer to work on. And I don't think it looks bad either... as long as its out of the way.
  • + 6
 I agree, by all means have internal routing for the rear mech and seatpost. I've just replaced the rear brake on my Supreme v3 and I wanted to change the cable as well but no way could I be arsed fitting new hose barbs etc. I've just routed it outside
  • + 5
 When even pro road teams are going away from it, after being the reason for it in the first place (aerodynamics), there's your sign....
  • + 7
 cheaper manufacturing and less material/time. same reason as pressfit bb's and the like. make bikes cheaper, hype, price higher for the "changes" then there ya go! bigger margins! yay bikes!

My walmart bike from when I was a kid had internal cables. its nothing new lol
  • + 3
 Snagging a line on a dropper post sucks. Most importantly though, you don't have to use it, its just an option.
  • + 6
 Actually internal routing isn't for less materials/time, as often the internal guide arrangements not only add material, but they complicate bike assembly time for manufacturers.
  • + 4
 form over function. plain and simple Frown
  • + 5
 Agreed... Until they have a fool proof guidance system they should forget it.
  • + 6
 Park tools conveniently sells one now, that only costs you like $50 to buy... or they could ya know, just use open cable guides on mtb frames so we can run full housing and not need ever contaminate our shifter lines or have to disconnect and re-bleed brake hoses to assemble a bike.
  • + 1
 Couldnt agree more bikeaddict123. It is the worst faux "tech advancement" on bikes these days. Its the only thing i dont like about my carbon Range. Pain in the ass.
  • + 5
 Disagree with all of you. It took me a few extra minutes to route my shifter, brake, and reverb hoses on my CovertCF but, thanks to the internal routing, I only had to change my shifter-outer once in two Whistler seasons as there's almost nothing exposed to break. I'm a big fan, and glad it's on this years' models too. Patrol can't arrive soon enough.
  • + 4
 I also have only had to change my shifter outer once in two years. Two trips out to Morzine and two long wet British winters. And it took me literally 30 seconds thanks to full housing running on the outside of my frame. I also mech in a bike shop, and those few extra minutes you speak, 5 times a day, 6 days a week, of add up to a whole load of extra time at the end of the month. I guess I should be greatful really, the extra time spent faffing goes straight on to the customers bill.....
  • + 3
 Well yeah, I guess I'm looking from the consumer point of view, not the workshop, so five minutes means nothing to me building my own bike, and I prefer the clean look it affords with no rattly ugly zip-tied cables running down the frame, all just tidily running internally. After running external under-the-down-tube cables on my Glory for a season I was stoked to get internal routing as the Giant was feckin eating through both brake and shifter cables.
  • + 2
 Haha, yeah under the downtube cable mounting is not good. One other thing that strikes me about internal routing however is that seeing what a mess cables can make of fork crowns etc, I dread to think what the insides of some frame tubes look like, with internal cables rubbing away totally unseen by the rider.
  • + 16
 I shat my pants when this bike was announced..... and just shat them again. Totally on board with proper agressive trailbikes in this travel range which I think will suit the needs of a lot of riders and maximize fun factor over the 5-inch trailbikes of yesteryear. Would love a shootout of the following: Scout, Mega TR, 5010, Thunderbolt (BC edition). Word.
  • + 1
 Being from the same neck of the woods, would you prefer this or a 160mm bike for a crest ride? Just curious. Wondering if I've riding too much machine.
  • + 1
 I don't consider the Crest one of the more technical trails in the area, so I don't see a need for 160mm. I'd ride this bike all over the Wasatch, no hesitations, but I see the merits of a 160mm rig on the more technical dh-oriented trails and resort riding. 160mm is a little much for all the climbing I do, but if I had 2 bikes, I'd go with a 160mm for the shuttle/resort days, and something like this for the other 95% of my riding.
  • + 4
 I'd throw in a Yeti SB5c to that shootout. And a Knolly Endorphin 27.5. Sure, price range differs, but its the same class of bikes (125-130mm rear travel).

Most (90%) of my riding is stuff like Corner Canyon, Bobs, Round Valley, Flying Dog, Mid Mountain, Temple Quarry, etc. The exception riding is doing lift served days either at DV or Snowbird, or heading down to Moab a couple times a year.
Very interested in 125-130mm travel bikes due to this. Sure the 150-160mm travel bikes can pedal well, but overkill sometimes ruins the fun of the ride. Tested a Mach 6 up at Targhee and it was a blast ripping down the Super D trail, but tested it again at Bobs Basin and it was so much overkill wasn't all that much fun. But should I buy a bike for the 5-10% of the riding I do or for 90%? Can't afford two bikes unfortunately.
  • + 1
 Curious to see the Yeti pricing on the SB5 once the aluminum version comes out. On the short list as well.
  • + 2
 @nord1899 After reading the positive Scout review I'm pretty giddy to see how the Endorphin 27.5 with similar geometry will fare with Knolly's Four by 4 suspension platform that rides bigger than it's specs.
  • + 1
 Yeah I ride a hardtail at corner canyon... I need to take on of these out I guess. Hitting cc today. Maybe I will see ya there!
  • + 1
 A bike this size would be perfect for the Crest. Poppy and fun. I've got a Patrol on order, and the only reason I'm going for it over a Scout is for the occasional trip out of state and for some of the more technical stuff in PC. The Scout probably rocks in Moab and desert tech too, which makes it really valuable as a UT bike.
  • + 2
 @Clamber that's what I'm getting at though. I ride PC and hit the whole enchilada 5-6 times a year. If my favorite trails are demanding 160mm of travel why this bike? The 80% rule doesn't really apply because 20% of the trails I ride are the best ones. I really like the patrol. I guess I'm willing to sacrifice some climbing ability for the ripping ability.
  • + 2
 I need to demo one down Burro Pass. At that point I can make a determination. Lol.
  • + 19
 From 2015 we'll have much more bikes with "new" suspension design. Thanks for FSR patent expired.
  • + 3
 Same thoughts here. Along with Transition, NS also is doing same thing at the moment.
  • + 14
 Expecting big things for the Patrol/ Suppressor.
  • + 9
 Internal routing looks sexy 100% of the time
  • + 8
 To buy a 5" or 6" bike CANNOT DECIDE BRAIN ANEURISM.
  • + 5
 Heh it will be interesting to see what kind of comments this bike gets as it is in the same genre as Commencal Hiphop and Banshee Phantim which got bashed in recent weeks by Proper Enduro Toughs Association Razz
  • + 4
 Considering a lot of people are specifying the bike with 140 mm pikes, I would put the SC 5010 into this category too, albeit the 5010 is about 30 mm shorter in reach. This category contains a large number of bikes and was arguably brought to most riders attention when the Blur TRc was released. There are times I miss my old TRc except when I remeber how short it was.
  • + 6
 While riding a Banshee Spitfire I can tell from my experience that short(er) travel bikes with aggressive low & slack geometry are simply fun to ride on any Trail! I love my Spitfire for what it´s capable, which is a lot (!) - and I´m sure the Scout just follows this route! Well done Transition! :-)
  • + 1
 I think this is what the hiphop was going for, and missed the mark. This is what I am looking for in a bike.
  • + 14
 This is the type of bike I should of bought instead of buying into the enduro scam. Now I ride a bike with to much travel and to slack angles for most of my riding. Yeah sure I can ride the bike park with the one that I have and its probably better suited for the one enduro I race per year but I bet this one is far more fun for the average riding I do.
  • - 1
 Waki u should know better, since it has the pike people will be all over it. It could be a clapped out 90's bike, but if it has a pike on it people will drool over it.
  • + 3
 Actually, all hype aside, any bike over 100mm travel is better off with a fat fork like the pike or 34. The 36 or lyrik would be overkill, but I would say this is what the pike was made for. Hard riding shorter travel.
I would take an xfusion on it, but it better be a lower price point. Maybe a $2300 version. The 34 is not a fork I would drool over. The review say it rides low and dives.
  • + 1
 Dont get me wrong i would love to try the pike, but i just think it is funny how the general consensus on pinkbike is that you need to buy a pike and everything else is shiit. My first comment kinda proved my point, i didn't even make a negative comment on the pike, but people seemed to not like what i said at all.
  • + 2
 ZeGerman - all SC bikes are damn short, the first long bikes from them are latest 275 bikes: Nomad and V10c. That's why my TRc is one size bigger than I should ride
  • + 2
 The seat tube on the TRc was too long on the next size up for me to fit a 125 dropper successfully. Luckily for the 5010 and Bronson, prior to the new Nomad, they reduced the seat tube length. Unfortunately for SC, the Australian distributor wanted too much relative to the competition so I bought a Devinci and rarely look back.
  • + 1
 Hah, typical story, like mine. All the reasons behind what is the best choice in terms of performance and you end up buying the best deal you can get haha. I almost bought Banshee Spitfire, but then TRc cane along at half price. Thank you 650B. Had to push the shock again because it rode like my wives Meta 4X from 2009
  • + 1
 WAKI and Ze, yes, all SC riders take one step forward to a larger size for happiness, except Nomad riders. I thought the problem with the Commencal was that it was overweight and under-specced for the price, though?
  • + 7
 Spec'd like a 2500 bike and price like a 5000 bike.
  • + 2
 @WAKIdesigns
Longer, but still not long. 437mm reach on an L size Nomad is not long.
  • + 4
 I often told myself that a low/slack 120mm ish bike would probably be the best bike for local trails and I was a little sad that about no one made one so I was stoked to see this review.

This 125mm weights 29.5lbs while my burly 145mm with a f36 up front and cheaper components weights 29lbs (with pedals!). I'm far from being a weight weenie as I like my bikes built on the burlier side of things and I'm very curious about how the scout ride but the weight seems to be unexcusable.
  • + 3
 I was wondering about the weight as well... my transition bandit from a few years back builds up to about 27.5lbs with RS revelations on the front and very light tyres on, not to mention 26" wheels which are always going to be lighter! I think transition just overbuilt a touch.
  • + 1
 650B means heavier bikes in 2014 and 2015. The manufacturers still have to reduce weight on the new components. Which is super smart, because they can sell us this as weight loss from '15 onwards, whereas it is actually only coming in line with 26" weights.

Some 650Bs are on par with their respective 29er models, actually.
  • + 5
 Wow, pinkbike finally had a well formatted mobile article! Keep it up guys! Oh yea, cool bike, I guess
  • + 4
 $4900 complete or $1800 for frame and shock... Really? I mean its got good components but do they cost $3100? Shouldn't their be a discount for buying complete?
  • + 8
 Take a look at the kit options on their website– the lower-spec models are reasonably priced and have really similar components where it matters (ie. still single ring, RF cranks, same shock and fork). I think they've done a great job with these bikes.
  • + 4
 I would also go with build kit 2...seems like a great bike for a good price
  • + 1
 I had the pleasure of demoing a Patrol last weekend and it was amazing. Great bike that performs and is a blast to ride. I'm about 6'3" with a 33 in inseam and I rode a size large. The size felt great, low stand over with a perfect reach.
  • + 1
 Pbooren3, what length was the stem on the large Patrol?
  • + 1
 @utrider I'm not positive but it wasn't too long, probably in the 50-70mm range
  • + 1
 Having a hard time deciding between this bike and a 134DL. Geo is nearly the same but the spec 1 build on the Scout is way better then the Kona. The Transition looks to be lighter by about 3 lbs as well. But the Scout requires a 30% sag with already lower rear travel than the Kona. If I get the Kona I would want to upgrade components almost immediately whereas the build 1 Scout is ready to rip.
  • + 2
 Exact same delimma. Demoed and had a blast on the Process 134DL and would've pulled the trigger already if the Scout wasn't in the picture. The Scout spec is pretty much what I would want to do to the Process. The geometry of the process was so fun, but the one degree slacker HTA on the Scout is pretty intriguing. Looking for a scout demo now. Would love to hear a direct comparison between these two.
  • + 3
 Surely it's a simple decision? All comes down to if you need a water bottle in the frame.
  • + 1
 I took a Scout out for a ride, and initially I was horrified. It was dead and unresponsive. However after resetting the sag (30%), centering all the damping, and getting tire pressures sorted and saddle in the right place the bike really came together. It really does encourage you to go much faster than a 125mm figure would suggest. Tracked really well on small and medium bumps, and large impacts didn't overly worry it. It didn't skitter about, and really likes being hurled and thrown at and over obstacles. Makes my (10 yr old) Cove Hustler feel flexy and hesitant. However the bike is not a climber. Sure you can sit and grind, letting the pedal damping work, but on the technical sections you need to shift your weight a long way forwards to keep it from wandering. Fire roads where not bobby, if you flicked the shock over, so that's good for the majority of my rides, and as for the tech sections, it's more about adapting my (lazy) technique and more time on the bike.

In Summary: Huge Fun and Playful nature once setup to taste. Climbing not its natural habitat, but will get you to the top relatively efficiently. Deposit placed.
  • + 1
 No mention of sizing?
Transition's bikes are getting longer, I am personally confused as to what size i need
Kona process in large is same size as a Transition in medium ?
Both share similar ethos of long top tube, short stem and chainstay
Need demo days Transition!!
  • + 5
 I'd recommend checking out the sizing chart on Transition's web site: transitionbikes.com/2015/Bikes_Scout_Sizing.cfm. Regarding the Kona Process vs. Transition sizing, they're nearly identical as far as reach goes. A large Process 134 = 460mm reach, and a large Scout = 457mm.
  • + 1
 Yep sorry they are nearly identical
  • + 1
 Looks like a nice bike, review was kind of gooshy though. Sounds like the author really likes the bike, that part was pretty obvious. Still a few questions I was left with; I want to know how that big ol air volume debonair works with a Horst link. The negative and positive air spring are so big on that shock I want to know how that plays out on the horst link suspension, and how they tuned or how the current tune works with the frame (air volume spacers?). Speaking of horst link, nice to know how they changed the pivot location but give us real world feel back on how that worked out. I've heard specialized claim they did the same, and then you get on the bike and it still pedals like mush. Would be nice to be able to compare the pedaling characteristics to some other familiar bikes. Frame weight alone would be a nice detail as well. %35 sag on a 125mm bike seems a lil excessive as well, would like to know how that plays out with bottoming out, which leads to another question about the leverage ratio of the bike and how linear it is?
  • + 3
 I like the Horst link for descending, but climbing or hammering out of the saddle? Not so much unless you have have a shock with a decent platform (low speed compression) to help dial out the mush (the whole reason Spec. came out with the brain shocks for the xc bikes).

I heard/read somewhere that they climb nicely in the granny ring - (which if I recall correctly was a selling point for Specialized back in the day - they didn't bob so much when pedaling), but those are going away.

Sag does seem excessive...
  • + 3
 I race DH and take it reasonably serious but generally just mess about on trails so I can't wait to get mine, sounds super fun!
  • + 3
 can't wait to get my frame and build it up
buying Christmas presents for yourself is the best Big Grin
  • + 4
 I'm now so happy I ordered one of these from the bike shop today
  • + 3
 Modern, updated version of the Preston FR! Love it! Transition should always have a bike like this in their line-up.
  • + 2
 I loved my bottle rocket but getting it to the top of the hill was always a nighmare. This looks just as fun on the way down and good for the climb too. Perfection.
  • + 4
 But its not a pitch.
  • + 2
 thats the NS snabb...
  • + 3
 Looks like a brilliant bike!
  • + 2
 I LOVE MY TRANSITION SCOUT !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
  • + 1
 What size did you get, and how tall are you?
Thanks in advance!
  • + 2
 Sorry for the slow reply @benbikin
Im 5ft6" Size Medium running a 40mm Stem
Transitions website is useful for sizing and especially Sag set up !!
  • + 2
 where do you buy a 140 mm pike? I want one for my GT Distortion...
  • + 3
 Officially you don't (unless you're a bike manufacturer), as far as I'm aware. You can buy another one and swap out the air shaft though. See blahblahbikeblog.blogspot.co.uk/2014/01/reducing-rockshox-pike-rct3-solo-air.html
  • + 2
 To get an idea for sizing, how tall are you?
  • + 2
 I'm 5'11", and the large was a good fit.
  • + 1
 Im 6'2" and thinking i need the xl. What ya reckon Mike?
  • + 1
 @panaphonic - I'd say that's a good bet, although based on Transition's sizing chart you're right in between sizes. I'd recommend looking at the reach numbers and seeing how they compare to other bikes you like or dislike.
  • + 2
 I am in a dilemma- knolly endo or transition scout Frown
  • + 1
 @mikekazimer what size was the Scout you rode? And how tall are you?
Im 5'10'' so right in the middle ground...
Thanks!!
  • + 1
 @benbikin I'm 5'9 and have a medium. Put a 35mm stem on after feeling like the 50mm stem made to bike feel to large. The bikes have a long reach so I'd say you'd fit on a medium scout just fine with a 50mm stem or if your a lanky kinda guy a large with a 35mm stem would be good
  • + 2
 would love to see a review of the new patrol
  • - 1
 This bike islow and slack and short travel. It's amazing. Nothing at all like that low and slack short travel Commencal Hip Hop we reviewed last week. No, that was garbage.
  • + 5
 Right, because a Horst link bike like the Scout is exactly like a bike with a piece-of-crap-to-pedal single pivot linkage (that Wragg rightfully called out). Or are you just mad because this bike doesn't use 26" wheels?
  • + 8
 it's also 4lbs lighter than the hip hop, has a far better spec sheet and presumably going on the review pedals far better?
  • + 10
 First off Matt Wragg is the head of I-Know-better-than-you-what-real-Enduro-is-about club, so I would not expect from that guy any good opinion about anything that is not ridden in first 20 on EWS or Super Enduro. He goes to those races and Judging by the pics and videos he seems to be a decent rider, has his own opinion, fair enough!

Now whole build on Hiphop is beefier while this bike saves almost 2lbs on tyres alone.
Then I am sorry to ruin it for you Royal but suspension design of FSR and one on Commencal (or Kona) are nearly identical. It is the shock and it's setup that decides how the bike rides. Well setp CCDB or Pushed Float on Orange Five will outperform Bronson with stock shock - as simple as that.
  • + 5
 The linkage type doesn't dictate how it pedals, that's up to the location of the instant centre. Horst link allows for a virtual pivot where as a single pivot instant center is fixed where the chain stay connects to the frame. The horst link instant center dynamically changes in location relative to travel depending on the location of the pivots. Both fundamental linkage concepts can be tuned to control the amount of chain growth (for pedal performance) and leverage ratio within the pivot placement constraints set by the bikes tubing to achieve the desired geo and other frame parameters such as reducing weight while maintaining stiffness.

I guess what I'm trying to say is that there is no point putting down a bike because of its linkage type, because its more about the overall intended suspension design (efficient pedal platform or good small bump performance as one example of trade offs to be considered). Also, having a quality rear shock with a good tune suited to your riding style makes a huge difference.
  • + 3
 @wakidesigns Some good assumptions right there. I'd suggest reading my review of the Yeti SB75 for a frame of reference.
  • + 5
 How do I join this club? Need to shorten up the name for a proper acronym...and a secret hand shake.
  • + 1
 That was way closer to a joke than ill will @MattWragg Wink I simply envy you.

ZeGermans, perhaps we are talking about the same thing (I don't really buy Joe Graneys concepts like Instant Center) but I'd say that pedalling efficiency depends on how the shock gets compressed between Sag point and midstroke. Whether it is a FSR or VPP is not so relevant. Depending on how you mount the shock to the frame makes a lot of difference. For instance, let's take Trek Remedy and it's ABP where shock is mounted to the link and to the chainstays. You could find several mounting locations for the shock on the front triangle instead of CS that would give you same leverage ratio and travel. So with same pivot locations you'd get different characteristics. Now we can take shock setup where stock shocks are made to give wide range of adjustability for riders of wider spectrum of weights vs tailored valve ports and shimstack. PUSH does nothing more but increases the oil flow through the valve and shims it precisely, which would simply not work for mass market. Thanks to that you can ride your bike in your body with full climb mode, yet the oil flowing through large ports will break through low speed compression stack and take the hit in a relatively plush manner. In this way you have a shock that runs more low speed compression for pedalling than stock, yet it provides more suppleness on even medium hits than stock shock in half open mode. That is unachievable on stock design even though some companies like TREK are working hard on it. All that aside of whole frame geometry, wheels, tyres, cockpit setup and what the fork is doing. Suspension systems have pluses and minuses but are generally overrated
  • + 1
 I've never met Joe Graney but I think it's safe to assume he knows what he's on about considering the position he's in and that his bikes work very well. If you don't trust what Joe is on about, there is an upstart Australian home fabricator/designer brand called i-track suspension from my home state which has a good blog about suspension design on the website. Its a little technical, but is well written and should help explain things for those interested.
  • - 3
 Hey, look a affordable trail bike. Really funny that my motorized KLR 650 cost less than the cheapest, and also in my opinion, best trail bike Ive seen in awhile. I guess trail bikes go faster than motorcycles, so the price makes sense
  • + 4
 only faster than KLR's Wink
  • + 1
 A new Preston. Nice.
  • + 5
 It looks like the pitch in that it is a full suspension mountain bike but there are numerous significant differences.
  • - 2
 Nice lookin bike but hey transition rocky called and,wants their slayer back and Gary Fischer wants you to at least acknowledge his genesis designs. Maybe even pay him.Smile
  • - 1
 This is what the hiphop should have been.
  • + 0
 Looks like a Norco
  • - 3
 For me it`s a Norco.....?!?!
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