Therefore longer legged riders won’t get put too far back toward the rear axle if they run a high saddle position. One thing of note is that while the bike’s effective seat tube angle is quite steep, so is its actual seat tube angle. This is largely due to its steeper 78.1º seat tube angle (high position). For that, the Spire would be the hot ticket…īeginning with climbing, from a body position standpoint the Patrol is very upright and therefore was both comfortable and efficient on the more difficult uphill sections. That said, I realize that it’s not for everyone…the Patrol could certainly hold its own between the tape at the occasional enduro race – especially with a 170mm travel bump – but there will be plenty of people who would understandably hold out for a straight 29″ setup if they spend quite a bit of time racing – especially on blind terrain. As far as the layout is concerned, personally I am thoroughly sold on a mixed wheel setup as I think it just works well for my riding style. As I mentioned prior, the Large was a perfect fit and in fact, I wouldn’t change a single aspect of the Patrol’s geometry. Most everything else I rode was the same as stock, and if I’m honest I would actually prefer the TRP brakes over the Codes anyway. The Patrol model that’s closest in spec to what I tested is the GX model, which retails for $6,699 USD, but features Race Face wheels and TRP brakes as well as a a Fox Float X rear shock. Numbers like a 63.5º head angle and 78.1º effective seat angle indicate that this bike means business on the descents, but at the same time is very well capable of getting back up the hill. I found that the 480mm reach (high setting) on my size Large was spot on for me at 6 feet tall, as it should be. With a slightly limited four size spread available, Transition did still manage to sneak in two different chainstay lengths that have 6mm separating the Small and Medium models from the Large and XL frames. Lastly, the Patrol features SRAM’s Universal Derailleur Hanger, so not only is it easy to find spares, but it is future proofed and ready for SRAM’s new Eagle Transmission drivetrains.
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The frame also clears a full size bottle cage with room to spare.
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With a bolt on Wolftooth strap, I was able to easily fit a spare tube, tire boot, CO2 and head, plus a tire lever and a multi tool. While Transition doesn’t offer internal downtube storage, the on-frame solution is still warmly welcomed. Transition won’t let you stray too far from the pertinent information during the tuning process. Should you be inclined, you can snag a shuttle guard here. The main downtube protection is a full rubber wrap that extends from the lower third down to the bottom bracket. Props to Transition for keeping the average leverage rate fairly low as well. That makes it well suited to either air or coil rear shocks. The curve is fairly linear throughout with a subtle ramp at the end and no gimmicks. The Patrol’s molded chainstay rubber did a fine job of keeping things quiet while also protecting the frame nicely.Īs far as suspension is concerned, the Patrol has a rate of 24% progression.
The most obvious benefit however is that this approach is a dream come true for mechanics and privateer racers as it simplifies maintenance.Īnother nod to easy maintenance is a threaded bottom bracket, which is standard on every Transition. Personally, I like this approach as you don’t even see the hose from the drive side, so it still looks nice aesthetically. While it can be a contentious topic, Transition remains firmly committed to keeping their rear brake line externally routed while the rear derailleur and dropper seatpost cables are tucked inside the frame. The rear tire clearance is plentiful, with room for up to 2.6″ rubber. Before the TR11 came out, Nico Vink had been spotted on an aluminum Patrol with a dual crown Ohlins fork fairly regularly. This is because it can accept a dual crown fork, adding to its freeride credentials.
The keen eyed amongst us might have noticed that the Patrol’s headtube doesn’t look quite like those on other Transition bikes. 160mm front / rear travel – 170mm front / rear compatible.Needless to say the bike offers more options than a simple high/low flip chip might indicate on first glance… Details Transition Patrol Carbon
Prior to the above layout, I logged quite a few miles with the bike in its stock form with 160mm front and rear travel mated to a Fox DHX2 air rear shock. A good chunk of my time was spent on the bike as pictured above, which is with the 170mm travel bump and a coil rear shock.
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