Transition scout 2017

Transition scout 2017 DEFAULT

2017 Transition Scout Carbon

Size Tested: Large

Geometry: (Here)

Build Overview:

  • Drivetrain: Sram X01
  • Brakes: SRAM Guide RSC
  • Fork: Rockshox Pike RCT3
  • Rear Shock: Rockshox Monarch RT3 Debonair

Wheels: 27.5′′

Travel: 125 mm rear / 140 mm front

Blister’s Measured Weight: 27.7 lbs (12.56 kg) without pedals

Reviewer: 5’9”, 155 lbs.

Test Location: Boulder City, Nevada

MSRP: $6,199

Noah Bodman reviews the Transition scout Carbon for Blister Gear Review.

Caveat

I rode the Scout at Interbike’s outdoor demo, which is located at Bootleg Canyon in Boulder City, Nevada. While people like to shun Vegas, the Bootleg trails are a little oasis of awesomeness in a land that’s otherwise dominated by neon excess. Bootleg has a mix of fast, sandy flow, and rocky cheese grater gnarliness that’s plenty technical. If you haven’t been, Bootleg is a worthy stop on any southwestern road trip.

Normally, Blister tries to get as much time on a bike as we realistically can so that we have time to play around with setup, get comfortable with the fit, and hopefully reveal any durability issues that might arise. But for obvious reasons, spending an hour or so on a bike at Interbike’s outdoor demo doesn’t give us the time to give the bike our usual treatment.

That said, there’s a lot of value in riding a bunch of different bikes, back to back on the same trails. Traits that might not be obvious when the bikes are ridden weeks or months apart become evident.

We try our best to get the bikes set up like we’d set up our own personal bikes, so that means dialing in the cockpit and suspension as best as possible, and we’ll often fuss with air pressure and other settings mid-ride to try to address any perceived issues. But given the short time on the bike, there’s only so much we can do, and we also take the component spec as we get it – sometimes the bars are too narrow, the seat too wide, or the tires too… crappy.

The “too long, didn’t read” version of this caveat is simply this: back to back comparisons on great trails are useful, but don’t take this as the final word on these bikes, especially when it comes to maintenance and durability issues.

So with all that in mind, let’s take a look at the Transition Scout Carbon.

Intro

Transition has been killing it lately – I’ve been pretty psyched on both the Patrol and the Smuggler, but this was the first time I’d had a chance to swing a leg over the Scout. Well, perhaps unsurprisingly, the Scout falls right in line with its siblings – I challenge anyone to ride the Scout and not have fun on it.

Kind of like the 29” wheeled Smuggler, the Scout is one of those bikes that hits that perfect middle ground of efficiency on the climbs, suppleness on rough trails, and downhill prowess when things get interesting. While there are a lot of great bikes in the “mid travel 27.5 trail bike” class, of the ones I’ve ridden, the Scout comes out on top.

The Build

I rode the Scout Carbon with Transition’s #2 build kit. It’s primarily a Sram build, with an X1-ish 11 speed drivetrain. By X1-ish, I mean that it gets an upgraded X01 rear derailleur, an X1 shifter, and a downgraded GX cassette (which works fine but weighs more). Transition also mixes in some Raceface Turbine Cynch cranks, which I’d argue are actually preferable to X01 cranks because of the Cynch system’s versatility. Transition also gets credit for giving the Scout a threaded bottom bracket, which is approximately 98% less likely to creak than a press fit one.

Noah Bodman reviews the Transition scout Carbon for Blister Gear Review.

Bumping up to Transition #1 build kit gains a Sram Eagle 12 speed drivetrain (and, among other things, some carbon wheels), which would be awesome for those dealing with a lot of steep climbs, but it certainly comes at a price.

The Scout also gets Sram Guide RSC brakes. Those are top performers, and as expected, functioned flawlessly on our test bike.

The Scout gets Rockshox suspension front and rear, with a 140 mm Pike RCT3 out front and a Monarch RT3 Debonair producing 125 mm travel in the rear. Both of those units work fantastically, and for a bike like this, they’re some of the best options on the market.

The Scout was rolling on the new Stan’s Arch Mk3 wheelset, which is pretty ideal for a bike like this. They’re light enough that they stay true to the bike’s intentions (which inevitably include long climbs), but they’re wide enough that bigger tires (2.3 – 2.4”) work nicely and don’t feel squirmy in corners (because long climbs lead to long descents). Bigger guys and those inclined to smash into stuff might opt for something a bit burlier, but at least for me, they’re a great option. It’s also worth noting that the Scout has a 142 mm rear end, so if you’re building the frame with your old parts or you’re just generally of the opinion that Boost spacing is stupid, Transition has you covered.

And speaking of 2.3” tires, that’s what the Scout gets – a Maxxis DHF in the front and DHRII in the rear. That’s easily my favorite tire combination of all time, so that’s pretty neat.

Fit and Geometry

The Scout follows the same trend as Transition’s other bikes in that it has progressive, modern geometry without going overboard. I rode a size Large because Transition was out of Mediums at the demo, but if I were going to buy one, I’d go with the medium for my 5’9” height.

The Large I rode had a reach of 457 mm, which is at the long end of average for modern bikes in this class. A steep 74.9° effective seat tube angle helps with climbing (and it’s effectively steeper on the smaller sizes), and also keeps the effective top tube length down to a pretty average 614 mm.

A 67° head tube angle is a bit slacker than many of the other bikes in this class, which helps the bike feel more stable and planted as speeds pick up. It does slow the bike’s handling down a little bit, and on the steepest of climbs might make the front wheel a little wandery, but I didn’t find that to be an issue in the slightest.

Out back, 425 mm chainstays are a little shorter than average for a bike like this. They’re short enough that the bike feels playful and flickable, but not so short that the bike cornered weirdly.

Noah Bodman reviews the Transition scout Carbon for Blister Gear Review.

All those numbers put together make for a bike that’s long and slack enough to gain some stability, but without feeling like a big cumbersome bike that lacks maneuverability. For sizing, I’d say Transition’s sizing chart is spot on – unless you have a strong preference towards a bigger (or smaller) bike, I’d stick with Transition’s recommendations. It’s also worth noting that the aluminum version and the carbon version of the Scout share the exact same geometry, so all of this applies for both versions of the bike.
NEXT: The Ride, Bottom Line

Pages: 12

Sours: https://blisterreview.com/gear-reviews/2017-transition-scout-carbon

The Transition Scout Carbon 3 has a great shape and ground-tracking suspension. But for that cash, some equipment isn’t at the level we’d expect.

Transition is the epitome of a hip, rider-owned, bike company. It’s well regarded for the kind of on-trend design evident in the Scout, and because Transition generally launches a bike first in aluminium, to iron out any potential design creases before switching to carbon, the process bodes well for durability and function.

transition scout

It’s also one of the early American adopters of long, low and slack geometry, but the Scout is still over a degree steeper than the Evil The Calling and Pivot Mach 5.5 Pro, both of which rake the fork out further for extra stability.

With 27.5in wheels and 125mm of travel, the Scout has marginally less suspension muscle than the Evil, but combined with a 140mm RockShox Pike suspension fork, we’re confident you’d be hard pushed to feel the subtle difference in the numbers out on the trail.

With a low-slung profile and ample standover clearance, the smooth orange carbon frame has ported, internal cable routing and looks slick. It uses a traditional threaded BB but gets the older 142x12mm rear hub spacing, not the latest Boost standard. It’s the same deal with the 100x15mm Pike fork up front.

transition scout

GiddyUp suspension irons out rough terrain at a canter

Suspension

Transition switched from a single pivot layout to a Horst link suspension design in 2015 and it hasn’t looked back. Dubbed GiddyUp, the reason for the transformation was to ‘deliver more climbing and braking traction, while retaining a neutral ride feel’.

The RockShox Monarch shock on the Scout uses a larger negative volume Debonair air spring to help initiate shock movement, improving traction and comfort. It’s the older style, non-metric shock, but it is still super smooth and the rear end feels very plush. Unfortunately that means the Scout’s 125mm suspension bobs a lot under power, to the point that on longer climbs we were constantly reaching for the 3-position compression lever to calm this pony down.

transition scout

Larger negative air spring improves comfort and traction

On a £5,000 build, the basic RockShox Pike RC fork is a bit disappointment as it lacks the extra high-speed control of the more expensive RCT3 version.

Components

Some of the Scout’s parts are also a bit of a let down. SRAM 11-speed GX gears and the RaceFace Aeffect crank function fine, but they aren’t exactly boutique. Likewise, SRAM’s Guide R disc brakes easily lock the wheels, but come minus the SwingLink and pivot bearings found in pricier models, and are less smooth to the touch.

Then there’s the wheels. The AR27 rims are the skinniest here, yet also heavy. They didn’t feel that stiff either, and the rear has noticeably slower freehub engagement that the competition in this test. The wheels are also shod with cheaper, less grippy, 60a Maxxis tyres, rather than softer 3C compound that give extra security on wet roots and rocks.

transition scout

Internal routing keeps an uncluttered front end

Transition Scout Carbon performance

Send the Scout on a mission down a rough bit of trail and the rear suspension is really surprising. It handles repeated hits smoothly and massages the ground for grip and comfort way more effectively that a 125mm bike really ought to, remaining active even on the anchors. Climbing traction up steep loose trails is really impressive too, with the back tyre biting so hard for drive it’s more akin to a 4×4 vehicle than a lightweight trail bike.

The low BB and short stays make the Scout easy to manual, and the carbon frame rides light and chuck-able, but it doesn’t feel anywhere near as stiff, solid or responsive as the other two bikes in this test. The significantly steeper head angle sees the front end more willing to tuck in on the steepest descents, and it makes the Scout seem smaller and less stable at speed too, even though all three bikes share similar reach numbers.

Despite the downhill composure, the Scout isn’t the best at generating extra trail speed and flow through pumping or pedalling. We tried more air than the recommended 35% sag to tighten up the rear suspension and inject some pace, but, pushing heels into berms or compressions, it feels more soft than springy, and energy loss is evident on sustained climbs or sprints due to excessive shock movement under pedal power.

transition scout

Verdict

Transition’s Scout Carbon has a great shape and ground-tracking suspension. It costs £5,000, but for that cash, some equipment isn’t at the level we’d expect, and the bike feels a bit numb under power. It’s also less solid, planted and stable than other carbon rivals here, without being any more playful. That’s not to say the Scout can’t be a fun little trail ripper, it’s just not as tight and peppy as some short travel rigs, and has found itself up against two of the best, next-generation trail bikes we’ve ever tested. So in this company, with this spec, at this price, it’s been outclassed in most departments.

Details

Frame:Transition carbon, 125mm travel

Shock:RockShox Monarch RT3 Debonair

Fork:RockShox Pike RC, 140mm travel

Wheels:SRAM MTH hubs, RaceFace AR 27 rims, Maxxis Minion DHF/DHR 27.5 x 2.3in tyres

Drivetrain:RaceFace Aeffect 32T chainset, SRAM GX r mech, SRAM GX 11-speed shifter

Brakes:SRAM Guide R, 180mm

Components:RaceFace Ride R 760mm bar, RaceFace Aeffect 50mm stem, KS Lev Integra dropper, Anvl Stealth saddle

Sizes:S, M, L, XL

Weight:13.24kg (29.2lb)

Size Ridden:L

Head Angle:66.8°

Seat angle:74.9°

BB Height:330mm

Chainstay:425mm

Front centre:752mm

Wheelbase:1,177mm

Top Tube:614mm

Reach:457mm

Sours: https://www.mbr.co.uk/reviews/120mm-140mm-full-sus/transition-scout-x01-review
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Video: Rupert Walker and Liam Mullany

The short-travel 27.5-wheeled bike is the motorcycle of the mountain-bike world. You can’t justify your desire with logic, and in the end, part of the joy of ownership is in accepting that there is no justification: You just want it.

A 29er with the same travel would be more efficient and at least as capable, and a longer-travel 27.5 bike would be more capable without sacrificing much efficiency. But the Scout doesn’t care–it’s just here to have fun. Its full-carbon chassis accommodates 125 millimeters of Horst-link-served travel. Two of our three testers ran 30-percent sag and were impressed by the Scout’s climbing aptitude and overall efficiency, as well as its mid-stroke support and ramp-up. Neither felt that the rear end was harsh. The third tester preferred how capable the bike felt at 36 percent, and even wished for a slacker head angle to match the rear end’s potential, but he also used the pedal platform on the RockShox Monarch RT3 shock to achieve climbing performance and to preserve the Transition’s commendably steep 75-degree seat-tube angle.

The Scout has a surefooted, confident demeanor, thanks to its roomy 457-mil reach (size large) and supple suspension. But all three testers noted that despite–or perhaps because of–how capable it feels, the 67-degree head angle and 140-mil fork can become overwhelmed when pushed into the steep and technical or high-speed terrain usually reserved for all-mountain bikes.

Transition’s ‘Tubes Inside Tubes’ technology makes for painless internal routing, and the threaded bottom bracket promises creak-free simplicity for years to come. The $5,100 baseline build we tested is competitive value-wise with non-consumer-direct bikes in the same category, and didn’t yield any complaints–beyond the sticky KS Lev Integra post.

Transition’s party machine is best suited to a rider who prioritizes maneuverability and playfulness over efficiency and capability. For someone on tight and twisty or smooth and jumpy trails, the Scout will enthusiastically tire-tap that tree, slash the exit of that corner, accelerate through that rocky uphill, weave through those tight trees, nose-bonk that stump, manual through those rollers and put a goofy smile on your face.

MSRP: $5,100

transitionbikes.com


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What’s the advantage of the Scout over a long-travel 27.5 bike like the Patrol?
I think the advantage is in the eye of the beholder, and a lot of this depends on who you are and where you live. We find the Scout to be almost as capable as the Patrol, but a bit more nimble when things get weird. The slightly steeper head tube angle, shorter chainstay and inch less travel equate to a ride that is just a bit more responsive in most aspects. In my opinion the biggest advantage is due to the 125mm rear travel allowing you to get a better response when you want to pull up or lift the bike on trail. There’s just a bit more resistance to push against when you need it, which equates to the Scout having a bit more pop than the Patrol.

What’s the advantage of the Scout over a short-travel, aggressive 29er like the Smuggler?
The Scout has a bit more travel than the Smuggler, but again I think the advantage is entirely due to your perspective. Although it has 10mm more travel, it’s still going to feel a bit more nimble and maneuverable due to the smaller wheel size than the Smuggler. Not to mention the Scout carbon is roughly 1.5lbs lighter than its alloy counterpart which makes quite a bit of difference in feel on the trail. I’d say the Scout and Smuggler feel every bit as capable as one another, it’s the wheel size that’s going to make one feel that it has an advantage over the other.

We loved the Scout, but a lot of buyers are waiting for a carbon Smuggler. How long until we see one of those?
We’re always working on a lot of things, who knows what the future holds…

One of our testers wanted the Scout to have a slacker head angle. Why did you choose to keep the head angle at 67?
The carbon Scout is simply an alloy Scout in a different material. We wanted to maintain the integrity of the Scout’s geo as we didn’t feel it warranted any changes, in its current form. We don’t discourage our customers from ‘forking up’ on our bikes, and feel +10mm or even +20mm of travel increase in some cases are a totally acceptable way to make a bike like the Scout feel more aggressive should you want it.

Anything you’d like to add?
These are hard questions for us to answer as we ride the Patrol, Scout and Smuggler the same way, and on the same trails. They’re each just going to provide a slightly different experience, especially due to how the bikes are built up. But just because one bike has less travel than another one doesn’t automatically make it more or less capable, or have more or less of an advantage than another. I feel people get really hung up on travel numbers and directly associate that with capability. There’s so much more to consider that compiles the whole of a bike and the experience you’ll get out of it.

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In Case You Missed It

Sours: https://www.bikemag.com/gear/mountain-bikes/review-transition-scout-carbon-2/
Transition Scout Carbon Review – 2017 Bible of Bike Tests

The Transition Scout has earned a reputation as a fun-loving whip, with plenty of travel and the right geometry to get you to the top. For 2017 it gets a carbon makeover, dropping 600 grams (a little over a pound) and gaining some pleasing trail manners as a bonus. 

Transition hails from Bellingham, Washington, where the trails are steep and rooty—and it shows. Even for its mid-range-travel offering (140mm front, 125mm rear), the 27.5-wheeled Scout rides like a much bigger bike. It gobbled up drops and rock gardens, and shined when things got steep during testing. Even with a relatively aggressive head-tube angle (67 degrees), it felt like you could throw it down anything without fear of getting bucked over the bars. (Keep up with all things gear by subscribing to our daily newsletter!)

The rocker-linkage suspension had a nice progressive feel, boosting the bike through turns and floating through multiple hits with ease. The Scout also felt remarkably stable and quiet in the air, almost like it wanted to keep tracking whether or not there was a trail underneath it. 

     RELATED: 2016 Buyer's Guide: Transition Patrol Carbon 1

Given its gravity-friendly characteristics, you’d expect the Scout to climb poorly—but it doesn’t. In fact, it goes up remarkably well. The lighter, stiffer carbon frame definitely plays a role, but the steep head tube and short chainstays certainly help keep it nimble as well. It’s not a cross-country bike, but it’s no downhill sled, either; it’ll ask you to work a little to get to the top, but it’ll make the ride down well worth your while. 

The carbon upgrade will cost you about $1,000 more than its aluminum predecessor, with the kit we tested (the Scout Carbon Complete Kit 2) running $6,199 total. That gets you a bike tricked out with a SRAM X1 drivetrain and Guide RC brakes, RockShox Pike RCT3 fork and Reverb Stealth dropper post, Stan's NoTubes Arch MK3 wheels, and Maxxis Minion DHF tubeless-ready tires. The most expensive of the three complete carbon models costs $8,799, while the carbon frameset costs $2,999 by itself. All models come in either Gravel Gray or Blood Orange. 

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Sours: https://www.bicycling.com/bikes-gear/a20048420/the-gravity-friendly-2017-transition-scout-carbon/

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