GT’s 2014 Force Carbon Pro is a complete redesign of its namesake. The new Force is designed for 27.5-inch wheels, and while it looks and feels like a different animal, it is so charged with GT DNA that there can be no question that the 150 millimeter travel all-mountain/enduro machine will be a wicked descender that is willing and able to attack the climbs. Force Carbon Pro models have a true monocoque carbon fiber chassis that is designed around the latest iteration of GT’s Independent Drive - a suspension system that is engineered to create a rearward axle path, while minimizing chain growth to a few millimeters. The Force’s frame numbers were directly influenced by GT’s enduro team, spearheaded by Dan Atherton and as one might expect, its head angle is slack, its bottom bracket is low and there is enough room in the office to get rowdy at mach speeds. Add race-tuned Fox suspension, a Shimano XT drivetrain and a Race Face cockpit, and the 2014 Force Carbon Pro is almost ready for the Enduro World Series at its $7059 sticker price. Sizes are small, medium, large and X-large and the solo color option is blue and white graphics on raw carbon. Clevis rear dropout pivots (top) each house a pair of sealed ball
bearings. GT's sturdy direct-mount derailleur mount doubles as the axle
nut and ensures consistent shifts for rocky race runs. A look a the Force
Carbon's shock tunnel and cable routing - there's a lot going on down
there. Plenty of clearance for the rear tire (bottom), considering that
2.4-inch Conti Trail Kings are among the largest all-mountain casings. Force Carbon Features:• Purpose: All-mountain/trail, enduro competition
• Frame: Carbon monocoque front section, carbon suspension members, forged aluminum linkage, AOS Independent Drive rear suspension, 150 millimeter travel.
• Wheel size: 27.5-inches
• Suspension: Fox 34 Float CTD 150-millimeter fork, Float CTD shock.
• Shimano XT 3 x 10 drivetrain
• RockShox Reverb Stealth dropper post, 125-millimeter stroke
• Race Face Turbine handlebar and stem
• e*thirteen TRS wheeelset
• Weight: 29.7 pounds
(13,5kg), no pedals
• MSRP: $7059 USD
ConstructionGT builds the Force's carbon front section in sections to control fiber density, and then bonds the assembly into a single unit in a second operation. This is the preferred construction method of a a number of top frame producers. GT claims that its method makes the Force's frame stronger. Much attention was given to the shift cable and brake hose routing, with screw-on aluminum clamps neatly fixing everything below the down tube, where the conduits break away near the bottom bracket area like a Los Angeles freeway interchange and head off towards their final destinations. Up top, gently curving frame members ensure that there is adequate stand-over clearance, and the lack of cables and housings to be seen there gives the Force a clean profile.
GT's Independent Drive suspension centers on a forged aluminum 'PathLink' that houses the bottom bracket and drives the shock through a tunnel in the seat tube. All the suspension's pivot locations rock on 15-millimeter aluminum shafts and sealed ball bearings. The main pivot locations near the
pathLink are secured with sturdy pinch clamps. The oversized shafts and clamping strategy reportedly provide a high degree of stiffness to the chassis. Out back, clevis-type dropout pivots and a 142/12-millimeter Maxle through-axle further stabilize the frame. Post-type rear brake bosses are built into the carbon set stays, and to ensure a long service life, GT designed threaded aluminum cylinders that slip into holes at the base of the bosses. The caliper bolts screw into the replaceable cylinders. It is a nice touch that reflects upon GT's experience.
The Force Carbon's rear frame has plenty of room for its DH-width 2.4-inch Continental Trail King tires - and it gets it done with modestly short, 17.4-inch (
443mm) chainstays. Where space really gets cramped is near the front derailleur, where GT's efforts to route cables and suspension members around the Shimano XT mech make this area of the chassis look like a prop for a cheap sci-fi movie. To GT's partial salvation, somewhere in there is an integrated mud guard to prevent the mech from becoming further entombed.
Force by the NumbersAll-mountain geometry requires a delicate balance between a gravity bike's slack head angle and a relatively compact front center, and a trail bike's XC-racer seat angle, short chainstays and roomier, climbing-friendly cockpit. GT brewed the Force's numbers in favor of hard chargers who are willing to give up a bit on the ups to rip the downs with conviction. Its head angle is listed at 67.2 degrees, but if corrected for its larger 27.5-inch wheels, the effect is more like 66-degrees. The bottom bracket feels quite low, although it is 13.7 inches static (
348mm), which probably has more to do with the positive bottom bracket drop created by the larger-diameter wheel. Its roomy, 23.6-inch (
599mm) top tube in the medium size we reviewed will accommodate riders to six feet, and with its 17.4-inch chainstays, the Force's wheelbase starts to stretch out - 1169 millimeters, or 45.7 inches on this side of the pond. Estimated by its numbers alone, one would expect the Force to favor a high-speed approach to nearly every trail situation.
Angle Optimized SuspensionGT's Independent Drive rear suspension has been around the block, and the latest improvement is called AOS, for
Angle Optimized Suspension. The acronym refers less to independent Drive as it does to the advantage that a high pivot location gives to the rear suspension when it contacts square edges or sharp impacts. The beneficial rearward arc of the wheel that the GT's high-pivot configuration provides, would normally create massive amounts of detrimental chain growth - but that is taken care of by the 'PathLink' - a hollow aluminum link that suspends the cranks below the main frame. The swingarm pulls the PathLink rearward to activate the shock and because the cranks rock back along with the PathLink, chain growth is virtually eliminated. Of course, that means your feet move slightly as the crank axle swings slightly with each impact, but in reality, there is no sensation of movement. Potential benefits of Independent Drive are that pedaling forces are uncoupled from the suspension, so pedaling over rough terrain is enhanced, and also that the mass of the suspension is kept low in the chassis, which should add a more nimble feel to the bike.
Key ComponentsAll-mountain may be a broad and sometimes misunderstood category, but there is almost universal consensus in the cockpit - wide handlebars, lock-on grips, a short stem and a reliable dropper seatpost. GT checked all the boxes, with a comfortable, 760-millimeter Raceface Turbine low-rise handlebar and a 50-millimeter Turbine stem up front, and with the industry standard RockShox Reverb Stealth dropper in the rear. We were surprised to find e*thirteen TRS wheels on the Force Carbon because they are rarely seen for OEM spec, but they look sharp, especially with the massive Continental tires. Test riders were all thumbs up until the old-school Shimano XT triple crankset came into view. The party line at GT is that people really want three-by-ten drivetrains
(insert "...on $7000 carbon enduro racing bikes..." here) because they offer the average rider more options. One wonders whether that statement seemed logical after the fifth or the sixth concussion? The good news is that the rest of the bike is very well appointed for the Force's intended environment.
Specifications
|
Release Date
|
2014 |
|
Price
|
$7050 |
|
Travel |
150mm |
|
Rear Shock |
Fox Racing Shox Float CTD |
|
Fork |
Fox 34 Float 27.5 CTD FIT, 150mm |
|
Headset |
Orbit C-40-ACB |
|
Cassette |
Shimano XT, 11 - 36 |
|
Crankarms |
Shimano Deore XT, 40/30/22T, 3x10 |
|
Chainguide |
N/A |
|
Bottom Bracket |
Shimano |
|
Pedals |
N/A |
|
Rear Derailleur |
Shimano Deore XT Shadow Plus, Direct Mount, RD-M786-D |
|
Chain |
KMC X10 |
|
Front Derailleur |
Shimano Deore XT |
|
Shifter Pods |
Shimano Deore XT, Rapid Fire |
|
Handlebar |
RaceFace Turbine, 760mm Width, 1/2" Rise |
|
Stem |
Raceface Turbine |
|
Grips |
GT Statement Single lock-on |
|
Brakes |
Formula T1, 180mm alloy-spider rotors |
|
Wheelset |
e*thirteen TRS |
|
Hubs |
e*thirteen TRS |
|
Spokes |
e*thirteen |
|
Rim |
e*thirteen TRS |
|
Tires |
Continental Trail King ProTection 2.4" F/R |
|
Seat |
Fizik Gobi XM Mg |
|
Seatpost |
RockShox Reverb Stealth |
|
| |
| ...it trades some of the nimble feel and pop that we have come to expect from elite-level trail bikes in exchange for the ability to carry as much speed as its rider has the courage to give it. |
GT’s Force delivers as advertised, with secure handling down technical steeps and enough cornering grip to shred bike park trails like a big bike. In the pedaling department, GT’s carbon trail smasher requires no finesse – only pressure on the pedals – to bang its way up rooted, rocky climbs or accelerate between corners. The chassis feels stiff under power and precise when cornering or pushing hard in broken terrain. The Force feels long and low, because it is, so it trades some of the nimble feel and pop that we have come to expect from elite-level trail bikes in exchange for the ability to carry as much speed as its rider has the courage to give it.
Setup: We needed to set the air pressure in the shock carefully to ensure that we didn't blow through the suspension travel over the big hits. Initially, the bike feels stiffly sprung, as if it will ride well up in its travel, but this is an illusion, because once the shock gets moving, it settles well into its stroke and remains there. Typically, after setting the shock’s sag to 25 percent, we would end up increasing the spring pressure of the Float CTD shock about ten PSI. GT works closely with its suspension providers to custom tune its shocks and forks, so we assumed that the slight falling rate and linear feeling rear suspension was intentional. Up front, the Force’s 2014 Fox 34 CTD fork turned out to be a set-and-forget affair – after we got the spring pressure right and spun the rebound knob to where it felt OK, we never had to touch it again.
Pedaling/acceleration: The carbon Force weighs 13.5 kg
(29.7 pounds), which is on the outer edge of competitive for a race bike, but light enough to keep most trail riders happy on the climbs. It pedals and accelerates well, without any feedback from its supple-feeling suspension, nor a sense that the suspension was dulling our leg power. GT’s Independent Drive linkage does a good job of keeping the suspension action uncoupled from the drivetrain, which greatly assists pedaling up steep, uneven pitches or loose, gravelly climbs. Extended climbing was not so inspiring a task, however, nor were long stretches of pavement. In both cases, the oversize tires may have been the contributing factor. Switching on the pedaling aids of the fork and shock to the middle position was the most helpful of the three CTD options, as it improved the ride height of the rear suspension in addition to firming up the pedaling feel.
Agility: At slower singletrack speeds, the Force requires more input at the handlebar than some 26 and 27.5 trail bikes to maneuver. The front end feels weighted, in the sense that yanking up the front wheel in a low-speed situation requires a hefty pull. The up-side of that is the front tire stays put in the turns, or anywhere you ask it to be for that matter. Like all 27.5 or 29-inch trail bikes, the Force must be leaned slightly more than a 26-inch model to turn sharply. Its lengthy wheelbase can be felt in the tight stuff, but when we carried a bit more speed, we found that we could trust its suspension and cornering grip to bash up, over or through anything that we may have tried to avoid using the handlebars. Momentum is the key to enjoying the GT, because when the Force slows below a certain point, it seems to need a lot more push on the pedals to get out of the turns with conviction. The Force rewards courage.
Technical Skills: Once riders learned that the Force could be trusted, speed became our friend. The GT's length, sticky tires and supple suspension made us heroes in the turns. When we hit a section of trail with a lot of grade reversals, we could ignore rocks and ruts and charge the downs to carry momentum for the approaching climbs. Rolling into steeps and tricky descents with conviction was rewarded with an enhanced feeling of control, and it lands like a big cat off jumps and drops. Sure, the Force can pick its way down a dicey line with a high degree of control, but its soul aches for that moment when the brake levers are released and the sound of the wind starts to exceed that of the tires scraping the earth. It only takes a day on the bike to realize that its steering, suspension and size prefer broader brush strokes than your average long-travel trail bike.
Suspension: There is truth in GT's claim that the AOS suspension's pivot location makes for a more responsive rear end over the harsh bumps. There were certainly plenty of chances to put that attribute to use on the red rock, but its suppleness under power was the benefit that stood out most. In other good news, it turned out that the Fox suspension was well tuned for the GT. The 34 Float fork stayed smooth and up in its stroke while we put the bike through Sedona's incredible suspension testing terrain. The shock held its own, but with the Force Carbon's appetite for hard charging, the Float X reservoir shock would have been a much better choice. As is, however, we pushed the Force as hard as any of us wanted to go and the shock put in a good show..
Thirty gears: Rolling out, the incongruity of GT’s choice of a triple crankset, bolted to a bike that could campaign on the Enduro World Series begs to be explained. If the Force was intended for smooth climbs and rolling trails, the Shimano XT triple crankset could be defended, but it was not. Flipping chainrings while we negotiated the fast-breaking, technical terrain that the bike was specifically designed to conquer was an obnoxious time waster.
Mechanical issues: We had an unusual blow up early on in testing when the central bearings of the suspension's PathLink disintegrated in the middle of a ride. The bike made it home, but there were only fragments left inside the hollow link when we pulled the bike apart. GT officials told us that the bearings were not to spec and that they had been purchased to assemble demo bikes for earlier product launches. Fortunately, it was easy to replace the bearings and shaft with simple tools, and the bike survived the remainder of testing without further issues. There were mixed reactions over the Formula brakes. The maximum power was not what we expected, which made us wonder about ditching the standard organic pads for semi-metallic aftermarket versions. On the better side, Formula's lever reach and bite controls were the easiest and most effective to use compared with Avid and Shimano. Finally, all the riders mentioned to a degree or another that the GT was noisy. The rear derailleur featured Shimano's clutch system, but the culprit seemed to be the chain banging against the upper rear suspension member - not the place where most riders would think of using silencing tape.
Pinkbike's Take: | GT bills its Force Carbon Pro as an all-mountain/enduro bike and in the best sense, this is exactly what the bike is most suited for - except for its three-by drivetrain. As a cross-country oriented technical trailbike, the Force would not be our first choice. It is too much bike. But the Force Carbon Pro was not intended for Sunday pleasure rides on blue-square trails. Dump the triple for a one or a two-by crankset. install some metallic brake pads, and then prepare to shred. The Force needs nothing else to provide supreme happiness for top bike handlers who want a competitive enduro racer that can handle DH trails, weekends riding the bike park and still be used as a daily rider in the mountains. The Force Carbon Pro can do it all, as long as you want to do it all fast. No doubt, that is exactly what GT had in mind. - RC |
GT Bicycles
what's big deal about triple chain rings?
This is what I'm probably gonna get
and expensive call girls are for stupid rich people
call girls don't exist here, i don't even know what it is
Oh, and..."how much" for this one ? www.pinkbike.com/photo/9726658
F*ck. That. Shit.
And let's be real here: the Hope Pro 2 hubs are among the most affordable offerings on the market. There's almost no offerings out there that are lighter and priced as well as the Pro 2s, so taking them out of the equation and swapping them for something lighter is not really an option.
seriously man so what if the rims are sick.. the rest of the bike is underclass. I said on another post here.. if this bike had full e13 components and full kash shocks.. then yeah i could actually see it being 7k.... but wheels ALONE is simply not a justification on that price... no matter how sick they are...I mean you could throw some enve's on an old kona dawg.... doesnt make me wanna pay 5k for a used dawg.... get where im comin from man?
Reverb: I'd add that anyways.
RaceFace: Not my 1st choice but they are definitely up there...RaceFace stuff is awesome!
Wheels: I lace that shit up on my own and sell the stock wheels EVERY SINGLE TIME I buy a bike. Nothing beats a hand laced wheel if you do it right.
and the argument about the triple chain ring. sure thats all to each individual. But if you are in a place where you would be using that 42/44t big ring... why in the hell did you buy a 6 inch AM rig?
Please put reach and stack on the geometry chart, those are the ones that matter.
Also who the hell designed that hanger system? It looks like an after thought, at this price I would expect the edges to butt to the frame and the bolts to be recessed flush to the hanger, maybe that's just me?
not to mention for $7k you can buy a NICE DH bike, X-Country Bike and a Dirt Jump bike as well...wouldn't you rather have 3 than 1?
I would love a 3rd bike (Specialized Enduro SX) but I feel like it would be too rare I get to use it for something my trail bike wouldn't be better at, and my trail bike is a ripper so can do the 4x, Jump stuff anyway (because of the low stand over and short back end).
Glad I'm not the only one thinking sooo many of these new bikes just don't match the needs of a modern agressive rider. I think the Kona Process range is actually the best I've seen this year, but I do want my 26" wheels (as I cheerish fun over ease) and it to be lighter.
I've been waitn for this review! "Front end feels planted, needs heavy pull..etc" is proly why ill prefer the process, mach 6, which wants to lift right up. (I've found I like shorter chain stays).
Sounds like new force does the job for intended use (fast enduro).
Lighten it up w/1x11..
But for a bike worth over 7 G's it's a mod that shouldn't be neccessary.
Anyone else read that and say, "huh?"
The bigger diameter of the 27.5 wheels increase the distance between the head pivot and the contact point of the wheel on the ground (that distance is more important than the angle himself)(I don't know the english technical term for it). So for the same feeling, you need a steeper head angle, or more fork offset.
@bassnote Chain growth is actually great for climbing. Keeps the suspension from bobbing, plus you don't compress your rear as much going up hill as down, so less growth.
The rearward axle arc, to really matter, needs to be in relation to the rider, not the bike as faul said. If you move backwards a tad, and chain growth is comparable to other designs, then the relative rearward axle movement is also comparative in other designs.
GT seem to have negated the need for chain growth locking out the suspension a touch when pedaling by using a poor leverage curve. Although I'd have to reread the review to check that. But from my one read it seemed it was stiff initially.
Guessing weight on linkage would just be like having more damping really. The BB doesn't move as much as the bottom of linkage, so feet wouldn't move much, and without anti squat pulling on the chain, cranks could rotate a little bit to lessen the feel maybe.
I'd rather an idler and linkage mounted on BB bearings, but still think with shorter stays and maybe better leverage curve this would be an okay design. I'd still own one of these. GT always get it so right, but so wrong(IT1, Great idea, ruined by geo). I wonder if the Athertons are to blame for the long stays to make it stable at warp speed. Shame for the rest of us.
GT, make an Alum version of this thing already and give us a reasonable sticker price. Those Ethirteen wheels aren't worth the spike in price that they are driving. Drop them for some Stan's and you'll have enough money to bring back the XT brakes and slash the sticker price.
PS The Float X fits inside it just fine people. See Martin Mae's Bike. www.pinkbike.com/news/GT-Force-Enduro-World-Series-7-martin-maes.html
I would wait for other reviewers before trusting one source judgement. I am pissed too about the components choices this side of the Atlantic, look how much better this version sold in the UK looks: Float X, 2X10, etc.
www.evanscycles.com/products/gt/force-x-pro-2014-mountain-bike-ec054161
Some heads at GT should roll, but I still like the bike
I mean call up the LBS or GT and request "Hey I'd like one with a 2x10" I mean not everyone can afford a $7k bike so maybe it's just me but the targeted audience/customer is those who have the money to blow.
You are right that people could blow money at 7k bike. But here's the thing:
At 7k people can also buy a bike and have it built the way they want it.
Gt is trying to play with the big boys, they need to be ready to step up their game.
The Santa Cruz Bronson and Ibis mojo HDR can both be built up with a variety of components for the same price or less.
Is this bike worth the price, maybe?
But I spent over a 1k less on my mojo HD, built how I wanted it, with all the goodies( kashima, LEV, 2x10, etc...)
Most people that can afford a 7k bike are not going to buy the first pretty thing they see. I demo'ed bikes for a year before I bought a bike.
The main difference appears to be that the GT has a Horst like pivot near the dropout and the Mongoose has a short link behind the BB.
I think the triple is just to protect that lower pivot...w/o a chainring or bash, that thing will take a beating.
You are very right that it is just like Mongoose designs; they have the same parent company so I imagine they have the same engineers.
But, no, I don't believe its an issue. I'll take a GT engineers production over an armchair engineers opinion anyday...
Maybe Levy can answer me that question.
The review is nice and really good but you should critiize GT more for poor component choice at a really heavy price tag!
Did the long chainstays make it a dog though?
Did you feel your feet move?
Did it pedal well?
Did it eat small bumps as well as it would big bumps?
This is the premo carbon version kids. They do an ally cheap one too.
$1000 with stock suspension. $1500 with dvo front and back. email me if interested.
It's do well with a narrow/wide ring though thanks to little chain growth.
-$7k (lack of higher end parts)
-USA limited avalability
-limited shock options
Fix it GT.
Also: if I DID work for GT, it would be 'f*ck off, GT PR girl/lady/ma'am'.