TRANSITION BIKES Trans Am two9: Final review: by c_g

I can’t believe how time has been flying while I was having fun!!

Last time, which already is more than a month ago, I left you with my first ride impressions of this bike based on winter riding only (here). Snow and ice can show quite a few traits of a bike, but they allow only for a partial use of what this bike is made for. Now that spring has finally arrived and all trails are open, my impressions have been completed. Adding to this I have had the chance to take the TransAm two9 for a short trip to Italian Lago di Garada, which is a very rocky, technical riding place (some of our readers may know – unfortunately due to technical issues no pics from this trip )

Already in the slow end of this winter, I decided to swap the tires from the SCHWALBE Ice Spiker Pros (reviewed here) to the burlier SCHWALBE Hans Dampf 2.35. Despite TRANSITIONS statement the frame would take up to 2.25, the TransAm didn´t have any issues with taking this really wide and true to size rubber – even with a derailleur mounted (top mount, top pull SHIMANO). Tire clearance definitely is no issue with this frame for any currently available 29″er tire.

THE CONTINUED RIDE: One reader commented how the TRANSITION TransAm two9 made him smile every time he rides it … I can confirm.

This IS one sorted trail bike.

Apart from the initial fit issue I had (easily solved by a set-back post over the stock in-line post), I have no complaints. I really feel like the TransAm two9 is a bike that can do (almost) everything. OK, it is not a race bike (at 2.9 kg / 6.4 lbs for the bare frame it doesn´t claim to be), but it pedals very efficiently. I was positively impressed how willingly and eagerly it climbed and could be used as a general rider´s bike. Like said before, stiffness is no issue with this steel frame – everything is built (very) strong. While lacking a bit of the ‘steel is real’ damping (I enjoyed my shimmed 27.2 mm post to help in this department), it for sure is a very precise bike to handle, with a super direct power transfer.

But the TransAm is more than a general riding bike, it is one that doesn´t mind being pushed hard and ridden very aggressively. I got a taste of this during the wintery first test phase, but the last few weeks have really taught me just how true this is. The TransAm is a blast to ride aggressively, be it on fast flowy runs or twitchy flicking trails – it can pretty much do everything – and do it well.

Thinking just how capable the bike is, one particular day in Lago di Garda comes to mind: I had been riding a lot of long travel bikes all the past days and just before sundown I took the TRANSITION TransAm two9 for the same rocky run, I had just been doing all day on these other bikes. The uphill road section was of course a lot nicer with no suspension in the back, but when the downhill approached, I was growing anxious. I really had been wondering how I would manage transitioning from 130+ mm rear travel to none on such a technical course … but boy was I ripping that downhill  . When I got to the bottom I was smiling all over. Likely I had been working harder with the hard tail (most likely have) than with the full sussers before, likely I was a bit slower, but the point for me is that I had sooo much more fun coming down and never ever felt insecure for a split second running through the boulder fields and drops the trail had to offer.

That particular experience showed me how capable the bike really was and that with my technical home trails I was merely scratching on the surface of what reserves this frame
holds.

The next day I had a free ride professional try out the TransAm two9, who was with us on this trip and he had the same funny looks on his face after the run – saying: “WOW – this bike brings out the best of you!” But, like said above the TransAm two9 is both, anexcellent trail bike with huge potential even for really technical rides, and a well mannered, fun bike for everything else. This in fact to me is the prime quality of the bike, that it is a great confidence builder in the sketchy sections, but also great fun in most anything else. The agile steering, flick-able geometry and yet good high speed stability, make the TRANSITION TranAm two9 one of the nicest do-it-all hard tails I have ridden in some time.

(Frequent readers may remember how this was one of the very few drawbacks the 2SOULSCYCLES Quarterhorse had for me, that it was a blast in the technical sections but
felt “bored” in normal pedaling situations.)

ABOUT SIZING: I may add, that with my 183 cm (or 6’) I am running at the lower limit of what Transition´s sizing chart recommends for a size Large frame, but I feel that it fit me perfectly.Stand over clearance has never been an issue either.

Running the infinitely length adjustable GERMAN:A Excite (reviewed here last year) on the bike, I tried different fork lengths and came to the conclusion, that the bike will also deal well with a 100 mm fork, but shows its full potential only with the 120 mm front it is designed for. I have had no chance to try out a 140 mm fork, so I have to leave that option open with no verdict there.

My one and only gripe (but I am being really picky here): I do think that the TRANSITION TransAm two9 is overbuilt for all but the most aggressive riders, and personally would like to see a lighter version of the frame, but this way you never need to worry whether the frame will hold up in whatever you put it through. Also, the weight never really bothered me much (but ME being me it always stuck a sensitive cord in my head  ).

All frame details are sorted: Cable routing is very good, (even has provisions for a dropper seat post, which on this bike could make a lot of sense), the super burly exchangeable dropouts are not only bombproof but also beautiful and the factory applied frame saver is another welcome and sensible touch.

I absolutely love the bright blue color and the slightly retro labeling – it has cheered me up on multiple occasions during the monochromatic times and in my opinion simply looks great. Paint quality seems to be very good also.

VERDICT: So where does that leave me in regards of the TRANSITION TransAm two9? In short: I am truly sorry for having to let go of this bike!! To me it finds the perfect balance of a true one-for-all 29″er hard tail. Its versatility and balance span from a well pedaling and fun handling all day ride, to an aggressive hucker bike for daring adventures. As long as you are not a gram counter or rigid riding purist, I see no reason not to enjoy this frame – and with the ISCG option, the single speed adaptable modular dropouts, dropper post option and huge tire clearance it can be ‘tailored’ to most everyone’s needs. Add the protective inside coating and you have a friend for life.

Great job TRANSITION – you blessed us with some very fun riding times those last two months! Thank you!

RIDE ON,
c_g

WD-40 is not for bicycles, bike chains, bike gears, bike pulleys, bike cables nor bike tires. Nothing! WD-40 does not belong on your bike!

A short history of WD-40 from Wikipedia. 

WD-40 is the trademark name of a United States-made water-displacing spray. It was developed in 1953 by Norm Larsen, founder of the Rocket Chemical Company, San Diego, California. It was originally designed to repel water and prevent corrosion, and later was found to have numerous household uses.

WD-40 stands for "Water Displacement – 40th Attempt". Larsen was attempting to create a formula to prevent corrosion in nuclear missiles, by displacing the standing water that causes it. He claims he arrived at a successful formula on his 40th attempt. WD-40 is primarily composed of various hydrocarbons.

WD-40 was first used by Convair to protect the outer skin of the Atlas missile from rust and corrosion. The product first became commercially available on store shelves in San Diego in 1958.

According to Jimi, our wise old service manager, the one and only actable use for WD-40 on a bike is to help loosen a stuck part, but then added that PB Blaster is far superior to WD-40. 

WD-40 isn't actually a true lubricant. WD stands for "water displacing" and its main use is as a solvent or rust dissolver.

The lubricant-like properties of WD-40 come not from the substance itself, but from dissolving components. And the effect doesn't last.

WD-40 can be a good substance to start with — it can help clean up rust or other grime. But depending on what you're working with, you should probably follow up WD-40 with use of a true lubricant such as one based on silicone, grease, Teflon, or graphite.

— Answered by Cody C

So on your bike chain you should use a DRIP (not spray) lubricant designed for bicycles. If you bring your bike into The Hub to get serviced, we will use Tri-Flow. 

Tri-Flow^® Superior Lubricant is the superior, light viscosity lube that allows for deep penetration into hard to reach moving parts. The drip bottle application, with a convenient straw, allows for deep penetration in hard to reach moving parts. High-grade petroleum oils provide optimum lubrication under extreme temperatures (-60 to 475°F) and humidity. Formulated solvents soften and remove dirt and contaminants, while special additives displace moisture and prevent rust and corrosion. Formulated with P.T.F.E.

How to properly lube your chain: 

1. Get your bike somewhere that you can freely back pedal the bike, bike stand, leaning against something, upside down....

2. Drip the bike chain specific lube on to the chain as you pedal the cranks backwards for several rotations of the chain. If you have the time give the lube a little bit of time to soak into the inside of the chain, the pins and rollers, the part that actually needs lube. 

3. Now, your about to do something weird, wipe all the lube off the chain that you can. You don't want  lube on the outside of the chain, it does nothing but attract dirt and dust, witch can shorten the life of your drive train. 

4. Go shreddin'

And here we are left with the finished product, and the wheel is ready to recieve its brand new freewheel, job well done Jon.

Via MTBR.com

Hey folks -- I know this isn't strictly mountain-bike related, but those of us in Henderson County are pretty excited to have a direct, car-free connection to Pisgah. Please consider coming out to the meeting in March!

If you're able to attend, email jenniferm@summitresults.com confirming your participation.


Ecusta studies are finished! Will you attend?

Let's show
tremendous 
community support!

Results of Planning and Economic Impact Study 
Wednesday, March 28 at 6:00 pm 
Hendersonville, NC 


The presentation will include recommendations for trail surface, width, support facilities, detailed maps, prospective trail heads and implementation strategies. Representatives from Henderson and Transylvania County will be there, as well as the media. This is a great opportunity to come show your support, and we need as many people there as we can get! 

Although we have the time and date reserved, we need an idea of how many attendees we will have so that we can book a venue. The discussion should last no longer than 2 hours. If you can commit to coming on March 28th at 6 pm, please respond by clicking the orange link below. We will then let you know the location when we determine the venue. 

Please click HERE to commit to attend, and let us know how many will be in your party.

Share this with others. This is the opportunity to get involved that you have been asking about! We can do this! Thank you for your support of the Ecusta Trail.

Unknown to many... There is an abundance of Highland Cold Mtn Winter Ale still available!

Case Specials and $3.50 pints.

 
Shimano XTR Shadow+ Rear Derailleur

From Shimano:
"A new addition to the SHIMANO XTR Dyna-Sys drive train is the RD-M985 SHADOW PLUS rear derailleur. It features a switch at the pulley cage to enforce a heavierspring tension and activate a friction stabilizer to counteract the forces of up and down chain momentum in rough terrain.  Chain bouncing can often cause noise as the chain slaps the top and bottom of the chain stay, or even derail from the front chain ring in extreme circumstances.  The switch when selected to the “ON” position dampens the cage and consequent chain movement for a nearly silent and stable riding experience. In the “OFF” position it eases the installation and removal of the rear wheel by relaxing the spring tension of the cage" 

 My Take

Shimano accurately describes the derailleur and it's intended purpose. I have been a 1x & 2x rider for some time now, and always have chosen a chain guide device to help reduce dropped chains. An Ibis Mojo HD frame showed up at the shop a few months ago. With everything ready to build 'er up, except the appropriate chain guide, this was my chance. I quickly opted to test out the new Shimano XTR 985 Shadow+ Derailleur. 

Installation: The derailleur was quite simple to set up. Limits, body adjustment, chain routing, and turning it "ON".  There is an On/Off which is primarily used to remove/replace the rear wheel. The only tricky adjustment was the adjustable tension of the derailleur arm (will describe later).

Ride Quality: Once installed, and checked over, I put the RD-M985+ derailleur through the paces: Trips up and down Black Mountain Trail, Bennett Gap, Farlow Gap, Avery Creek, Squirrel Gap, and many other classics in Pisgah National Forest. My goal was to rock, rattle, or wack the chain off of either chain ring. The chain never dropped, and there was a tremendous reduction in chain slap. The derailleur responded the way Shimano designed it to. Not only does the RD-M985+ derailleur keep adequate tension on your chain, but it aids in a "positive" shift feeling, by adding a bit of clean resistance to the shift lever. 

Cons: With all great products comes hidden burdens. In the XTR Shadow+ derailleur, the burden is the cost of replacement parts. After a month or two of riding, "The Pisgah", your bike and components take a beating. In my case, the rear derailleur took a stick perfectly inserted into the derailleur cage and pulley wheel. This unintentional consequence, of riding, exploded the carbon derailleur cage.  OUCH!  After a phone call to my Shimano Rep, I was able to replace one for a hefty penny, actually several thousand. As of now, there is no alloy replacement option. Kind of a bummer. I love carbon, but the weight savings is minimal vs. strength. 

The last issue that was a bit tricky was the arm tension. When my replacement cage showed up, I decided to break down the derailleur and explore its inner workings. As the derailleur became worn, the spring tension became a little low.  So I decided to turn up the resistance on the derailleur, which is easy. After removing a few small screws, you use the built in tool to turn the tension adjuster knob (see below). Getting the right tension is the tricky part, especially with a full suspension bike. Too much tension equates to a bit much resistance on the shifting and low-speed suspension compliance. Too little and chain slap is quite apparent, again. 

Adjuster and tool

Final Thoughts: The Shimano RD-M985 Shadow+ rear derailleur is a crucial piece of equipment. As Press-Fit BB's and frames evolve, chain guide set-ups are becoming harder to use. The 2x system is the new Justin Bieber and not all frames accept chain guides at the BB. This is where the RD-M985 shines.  It performs flawlessly when installed and tensioned correctly. There is less resistance than a typical chain guide that deflects the direction of the chain, via pulley or roller.  If you are building a new bike and require a 1x/2x/3x chain guide, for you riding style, do not overlook the Shadow+. At $250, it kills two birds with one swipe of the plastic. If your a Sram person: sorry, it's not compliant. I would love to see an alloy cage version in the future. Carbon has its place, but not on a derailleur cage. 

It's that time of year again, time to get your bike overhauled. Bring it on down The Hub, Jimi and the gang will strip it down, clean it up, lube and tune your bike to get it ready for the warmer months ahead. (good for the month of January)Extented though the end of February

The real deal is the Uber Tune, $50 off. 

Basic Tune-up..............................................$40  $35 12.5%off

Includes: Brake adjustments, Derailleur adjustments, Headset adjustment, light wheel truing, bolt check, and lubing the chain. (parts not included)

Advanced Tune-up.......................................$75 $65 13.3% off

Includes: Bike Wash, Brake adjustments, Derailleur adjustments, Headset adjustment, Hub adjustments, full wheel truing, complete bolt check, suspension set-up, and lubing the chain. (parts not included)

The Uber-Tune.............................................$200 $150 25% off

Includes: Complete bike break-down and rebuild; Brake adjustments, Derailleur adjustments, Headset overhaul, Hub overhauls, full wheel and rotor truing, complete bolt check, suspension set-up, pivot maintenance and lubing the chain.  Also includes labor for cables and housings, brake-bleeding…The works. (parts not included)

Anthony Smith Reviews Transition's TR250

Transition TR250
$4,700 ($2,500 for frame with shock) / transitionbikes.com

Aesthetically speaking, Transition’s TR250 stands out from the other big-travel bikes in our test. Out on the trail, the Transition proved just as unique: It’s a nimble-yet-fearless, mini-DH bike.

The TR250 has the ability to run at either 160 millimeters of travel or 180 millimeters of travel (which is how we tested it). Even in its long-travel setting, the TR250 would be considered ‘short travel’ by typical downhill bike standards. The Transition’s adjustable geometry, however, enables you to run a head angle as slack as 64 degrees (and it is also Cane Creek AngleSet compatible) and a bottom-bracket height as low as 13.75 inches. Those figures put the TR250’s geometry squarely in the downhill category. At speed, I loved what those angles did for the handling of this single-crown missile. No matter what I threw in front of it, the TR250 ate it up and asked for more. I didn’t miss the ‘missing’ 20 millimeters of rear suspension.

What really set this bike apart, however, is how short you can run the chainstays. Three rear-axle positions are available, but I had the most fun running the rear chainstays as short as they would go. The stiffness in the rear swingarm was a noticeable asset and was aided by the inclusion of the 12×150-millimeter rear wheel. The stiff, compact rear end held a great line through the corners, and the short rear end was ready to roost out of every turn. Combine this with a maneuverable, yet stiff, single-crown fork, and the TR250 proved fun and playful when I wanted it, yet when it was time to keep up with the big bikes, I was hot on their tails.

There’s no question that Transition’s ‘rider-owned for life’ motto shines through in the TR250’s smart parts spec. Highlights include a great bar-and-stem combo, an 83-millimeter bottom bracket spinning SRAM’s new Descendant cranks and, to top it all off, a set of Maxxis Minion DHF tires mounted to Transition’s burly, house-brand wheels. This was one of the rare occasions when I built up a test bike and didn’t find anything I immediately wished I could change.

Full-blown DH rigs don’t always feel necessary on our Southern California test grounds, which include big doses of smoother, wide-open downhill trails. The Transition gave me the best of both worlds: The ability to pop off little lips and manual out of corners. And when it was time to man up and lay off the brakes, the TR250 answered the call every time.

Final Take: This bike is about having as much fun as possible while charging as fast as you possibly can.

The pack is an excellent lightweight entity, that makes use of light materials and a minimalist design, for a pack that seamlessly conforms to your back, for superb comfort and conformability. It’s meant for everyday adventures, with enough capacity, features and pockets for long forays into the backcountry. The feathery light pack all but disappears while being worn, and it uses nylon fabric, a softly padded and flexible back, and comes with their excellent Antidote Reservoir

CamelBak Charge 450
The Charge 450 is made with 70D ripstop and 210D nylon that has been coated with Polyurethane for water resistance, and utilizes their Lightweight Exoskeleton (LE) back panel and Ultra-light 3D mesh Independent Suspension system with a 25 mm wide 840D lightweight tape hip belt with cargo pockets. The main compartment is accompanied by a front pocket, an upper padded media pocket, a XC helmet pouch, a rear hydration compartment, and two pouches on the hip belt. The main compartment is roomy, and the useful clamshell opening makes it easy to access items. The main zipper is long enough that you can grab things that are stashed part way down, without having to open and unclip everything. The front pocket has space for multiple items, and the media pocket is perfect for an iPhone or a small point-and-shoot camera. I liked having the separate rear hydration compartment, as it keeps things isolated, and makes it easier to take the reservoir in and out while the pack is still fully loaded. It has two lower compression straps, and another set with a quick-release buckle that pulls down from the helmet pouch. The pack has a 12.5 liter capacity, and includes their 100 oz (3 L) Antidote reservoir with the Quick Link hose connection system. The pack comes in three colors, Lime Punch/Graphite (tested), Formula One/Frost Grey and Moroccan Blue/Frost Grey, weighs in at 450 grams and retails for $99.

Impressions
The Charge 450 and its smaller brethren the Charge 250, are part of their LE series, which uses the LE or Lightweight Exoskeleton back panel, and lighter materials and designs for the ultimate in weight savings. The LE panel has a skeleton like set of padded strips on the back, which help soften the load and keep it comfortable on the back. The shoulder harness system is thinly padded and slightly stretchy, and has an inner soft mesh material, a center honeycomb substructure and an outer blend of nylon and a mesh fabirc. Although the shoulders were comfortable and worked well, the slider adjustment for the sternum strap seemed to bind on its webbing, and during usage, it bunched up the harness material where it pulls from.

The pack is really comfortable, since it wraps around and conforms to your body, and sort of pops into every nook and cranny of your back. The lightweight makes it enjoyable to wear on a ride, as the pack; minus its contents; pretty much weighs nothing. When loaded, the pack carries the weight well, and it stays centered into your back, with the load tucked in tightly. Like all CamelBak packs, it has an excellent set of pockets, and the helmet slot was quite handy to carry jackets and apparel items. The pockets were all useful, and the main compartment had a functional shape for easy stowage of gear, and the front pocket had plenty of room for lots of items. The little pouches on the hip belt were perfect for gel packs and small energy bars, which was handy so the pack didn’t need to be removed to grab the munchies. The compression straps worked well, and helped pull the load into the pack and keep things from jostling around. The pack does have some mild hip lift on uber steep and bumpy terrain, and it was most notable when going over drop-offs and big ledges.

The way the pack carries its weight is through the synergy of the shoulder system and hip belt with the extremely flexible and conformable LE back panel. If the pack is overstuffed, it starts to lose some of the useful wrap around characteristics, and bows out slightly along the panel edges, so it works best not to max out its capacity. The helmet slot or pouch works excellently to carry any extra gear, and helps keep the pack from getting bloated, although it makes folding over the clamshell opening more cumbersome.

One odd thing is that the pack gets a layer of moisture that gets trapped between the hydration reservoir and LE back panel material, and it happens in both warm and cold conditions. It doesn’t make the pack uncomfortable or damp; it just looks sort of strange? The pack doesn’t really have any major ventilation system due to the thickness of the LE skeleton strips, and since the coated material doesn’t absorb much sweat or water, and the strip’s sizes are minor, the moisture dissipates or stays on the apparel side of things, so you don’t get a clammy back from the pack. So far, the material has been durable, which is amazing since it seems fragile, and the addition of the polyurethane coating helps with both water resistance and toughness.

Antidote Reservoir
The new Antidote reservoir (70 and 100oz) is pretty amazing, and Camelbak has done a full redesign of the unit, adding many features and functionality, and has caught up to the competition’s innovations. The 90 degree bite valve worked quite nicely, and was easy to draw, and didn’t leak, although the shutoff lever was sometimes tough to turn on and off while wearing gloves. The screw cap for the fill port takes only a quarter turn to open or close, and it does not get stuck and require brute force to open, and the fill port has a wider diameter hole for easier filling and cleaning. The baffle helps lessen the stack height or thickness, to keep the reservoir from bowing out when it’s full. They added an auto shutoff quick disconnect, named the Quick Link, which allow you to disconnect the reservoir from the drink hose, which facilitates cleaning, filling and drying.

The fill port has a handle which hooks into the drop slot of the packs zippered rearward hydration pouch, helping to keep it stable and secure. Hidden on the fill port’s sides are two plastic drying arms, which pop out and hold the reservoir open for drying, which is done with it hung upside down.

Measured Specs:

• Pack weight – 463.7 grams
• Antidote weight -199.9 grams
• Size – 17″ x 9″ x 6"

Bottom Line
The Camelbak Charge 450 is an excellent lightweight and comfortable pack, which has enough capacity and pockets for a multi-hour ride. The LE back panel and the 3D shoulder strap system worked in synergy to create a pack that is extremely flexible and conforms to the back like its vacuum packed against it. For its small size and plethora of lightweight materials in its construction, the pack carries a load quite nicely, without feeling like a burden on the back. It has some hip lift on some terrain, isn’t at its best if overstuffed and the sternum strap pulls poorly from the sliders on shoulder strap’s webbing.

The Charge 450 is comfy, highly flexible and conformable, and its feathery lightness and design make it seemingly disappear on your back.

Strengths

• Lightweight
• Comfortable
• Flexible and conformable
• Helmet pouch
• Antidote reservoir: quick connect, dryer arms, 1/4 turn cap, reduced stack height

Weaknesses

• Sternum strap pulling off shoulder harness
• Mild hip lift on some terrain
• Shouldn’t be overstuffed

MSRP: $99

Charge 450 Specs

• Visit the CamelBak Charge 450 website
• Material: Mini Ripstop with DWR + 1000mm PU coating, 210D Nylon with DWR + 400mm PU coating
• Hydration Capacity: 100 oz (3 L)
• Total Capacity: 763 cu in (12.5 L)
• Pack Weight: 16 oz (450 g)
• Torso Length: 16 in (40 cm)
• Antidote features: Quick Link System, quick-seal cap, lightweight fillport, dryer arms, center baffling and low-profile design, Big Bite Valve, HydroGuard technology, PureFlow tube, easy-to-clean wide-mouth opening
• Back Panel: L.E.™ (Lightweight Exoskeleton)
• Harness: Ultra-light 3D mesh Independent Suspension
• Belt: Fixed 1 in / 25 mm 840D lightweight tape with cargo pockets
• Additional Features: XC helmet carry, Media pocket
• Colors: Lime Punch/Graphite, Formula One/Frost Grey and Moroccan Blue/Frost Grey