Transition Bandit 26 Inch Review
TESTED
TRANSITION
BANDIT
BANDIT
BY BRAD WALTON
Transition has come a long way since its beginnings as a designer of burly, price-conscious freeride bikes. From those initial offerings their product has evolved into a fleet of simple and refined models with options for top-end build specs. The Bandit is Transition's foray into the trail-bike market, and at 26lbs for a 5" travel bike, the price isn't the only competitive aspect. Available in four sizes, three colours, two trim levels, and in 26" or 29" wheel offerings, the Bandit sports all the modern details found on pricier frames from larger companies. Hydroformed tubing, a tapered head tube, and a convertible 12 x 142mm rear complete the package to create a relatively lightweight bike that sits just shy of cross-country nomenclature.
Bandit 1 details: • Purpose: all-mountain/trail bike • Hydroformed 6061 aluminum frame • Rear wheel travel: 130mm (5.1 inches ) • Tapered head tube • 12 x 142mm rear axle • ISCG 05 chain guide tabs • Fox 32 Float 140 RLC fork, tapered steerer, Kashima, QR15 • Fox RP23 shock, Boost Valve, Kashima coating • SRAM X0 2x10 drivetrain • Crank Bros Cobalt 3 wheelset • Weight: 26.5 pounds (w/o pedals ) • Sizes: S, M, L, XL (tested ) • MSRP: $4,799 USD |  |
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 Transition utilizes the now-industry-standard tapered head tube and the flowing lines of a hydroformed tubeset. |
Modern appeal
The Bandit is Transition's first full-suspension bike designed to excel at going up the mountain, so a lightweight chassis is the foundation for the bike's all-around build kit. A hydroformed aluminum tubeset follows the industry trend of swooping lines that emphasize strength where it's needed and save weight where it's not as critical, while the tapered head tube, one-piece upper suspension link, and 12 x 142mm rear axle help to keep things stiff. A water bottle cage mount, full-length seat tube, and cable routing for dropper-style post make the Bandit a suitable rig for nearly any type of ride, and Transition has even spec'd the 130mm travel bike with ISCG-05 tabs to allow a guide to be fitted. All of that adds up to a 7 pound frame (including the rear shock), a number that may not sound that impressive, but the Bandit certainly has an air of solidity to it that we don't see from all trail bikes.
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| The Bandit's dropouts are convertible between a 12 x 142mm thru-axle system or a standard 135mm QR. |
Suspension simplicity
Transition's full-suspension bikes utilize simple, linkage-driven single pivot layouts that are regarded for their reliability, ease of setup, and lack of required maintenance. An intricately shaped upper rocker link complements the beefy, CNC-machined chain stay yoke, both adding stiffness to the rear of the bike. The faux-bar linkage employs a seat stay clevis pivot, and cartridge bearings are further sealed from the elements with alloy bearing covers at all pivot points.
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| One-piece, CNC-machined rocker and chainstay yokes help to reduce frame flex in the Bandit. |
Component check
Our test bike is a Bandit 1, the higher-end of the two complete Bandits on offer (the Bandit 2 comes with the same Kashima-equipped suspension units, but a mostly X7-level build kit ), and comes loaded with a SRAM X0 2 x 10 drivetrain, brakes, and carbon cranks. FOX's 140mm travel Float RLC is used up front, with a matching Float RP23 Boost Valve shock out back. Both units receive the Kashima treatment as well. The bike's Crank Bros Cobalt tubeless-ready wheels are sure to capture attention trailside. Available as an option from Transition, our bike also came with RockShox's Reverb height-adjustable seat post, which we felt was nearly a necessity given the nature of the bike. Transition is a relatively small company, so changing parts within the build spec isn't entirely out of the question. We opted out of the stock Thomson 70mm stem, going for a Truvativ 60mm model instead. The only part of the bike that feels out of place to us is the 720mm Crank Bros handlebar - we'd love to see it come stock with something a bit wider, but this will come down to rider preference.
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| Fully loaded from the factory, the Bandit certainly appears to be one fast trail bike. |
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Riding the Bandit
Bike Fit
Transition offers the Bandit in four sizes, ranging from small through to extra-large. Riders in the 6'2" area will find themselves right in between the large and extra-large size, but since the Bandit is meant to be pedalled, we opted for the larger of the two and outfitted it with a shorter 60mm stem for aggressive riding. Throwing a leg over the bike gives an immediate impression of a short cockpit, which keeps us from feeling overstretched on the larger size. What may come into conflict for some with the larger size is the length of the seat tube combined with a dropper post. At full extension for the Reverb, saddle height is just a touch higher than we would like, with the post's threaded collar keeping it from being lowered into the frame an further. The XL-sized bike sports a 21-inch seat tube, as well as a very long head tube, so take this into consideration if you're swapping parts off of your old bike.
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| Despite it's lightweight build, the Bandit's low bottom bracket allows the bike to remain stable at speed and in the rough stuff. |
Climbing
Being the first of its kind for Transition as the company's initial sub-30 pound full-suspension bike, the Bandit has certainly hit a bull's-eye in the weight department, but there is much more to a bike's performance than what it hits the scales at. The Bandit proved to be a capable climber, but also a bike that benefits from a suspension-firming pedal assist. In the fully-active position, the CTD-equipped Fox RP23 shock elicits some power-damping characteristics on sustained climbs that is relieved with the flip of a lever, but this setting also eliminates the helpful traction benefits of active suspension on technical climbs. When out of the saddle mashing commences for those brief, steep uphill sections when it isn't feasible to reach for the shock's blue lever, the bike tends to squat a bit as the chain tension compresses the rear shock - not ideal. Aside from pedaling characteristics and geometry, the relatively lightweight feel alone creates a playful bike that accelerates quickly on the climbs regardless of the rear suspension's overly active personality.
The bike's steep seat tube makes for a comfortable pedalling perch without the long-reaching feel that many trail bikes have, and this combines with a short top tube to give an upright cockpit that puts the rider over the front wheel. This helps to keep the bike from wandering, but it also offers a rider position that will likely feel more at home to a downhiller than a true, stretched-out XC arrangement. The low, yet upright geometry makes for a compact feeling cockpit that excels in tight and twisty singletrack, but you'll need to watch those pedals - it takes some advanced planning when climbing trails infested with low stumps and other pedal catchers.
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| The Bandit may be XC capable, but XC is certainly not its limitation. Transition has designed the frame with a strength-to-weight ratio that makes the Bandit light enough to cover a lot of ground, but strong enough to endure bits of technical terrain. |
Downhill
Transition's Pacific Northwest roots are immediately apparent in the Bandit's tight and responsive geometry. Technical trail is the bike's forte, but that's not to rule out high-speed stability when the trail opens up. Lightweight bikes generally have a tendency to dance around obstacles rather than plow through them, but we found the Bandit to offer more of a hold-on-and-go type ride. We were impressed by the bike's active suspension feel regardless of terrain - very plush for a 5-inch-travel bike. Suspension does not seem to be hindered by braking forces. Overall, the Bandit's suspension largely goes unnoticed to the rider in meandering cross-country terrain, working as it should in all conditions to keep the rider focused on the trail ahead.
The Bandit's bottom bracket height, which we found to be very low on technical climbs, makes for a very good time on long descents and in tight corners. Sub-17-inch chainstays add to the effect, resulting in a bike that absolutely shreds quick corners. This is where DH similarities end, however, as the Bandit is subject to flex with its lightweight component layout. Though the frame has lots of features designed to keep things stiff, the Fox 32 fork up front and the Crank Bros Cobalt wheel out back have a decidedly XC feel. It is possible to ride the Bandit hard on trails normally suitable for bigger bikes, but heavier riders will certainly notice the lack of rigidity in these parts specifically.
Air suspension is ideal for the Bandit and Fox's CTD shock makes it easy to dial in a suspension setting with enough sag to absorb minute trail nuances yet resist bottom out under hard compressions. We're not much for flipping levers, but riders with a short-term memory sufficient enough to remember to use these trinkets will be rewarded with increased performance out of the Bandit. Fox's CTD shock platform dominates the lever-flipping market, with lever positions on both fork and rear shock specifically targeted to optimize performance while climbing, trail-riding, or descending. We found the Bandit to perform at its best with the CTD levers set in the open 'Descend' position for the fork - although we were required to over-pressurize the fork to attain predictable suspension action - and in the middle 'Trail' position for the shock. This negates having to think about flipping levers pretty much ever, and creates a good balance of active suspension for technical climbing and suitable damping to keep from bottoming out under hard compressions. Opening the damping to the 'Descend' mode on the shock makes for a more lively ride, but the bike tends to blow through its travel too quickly unless it's pumped up to the point that it loses small bump compliance.
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| Railing trails has rarely been as fun as aboard the Bandit. A lightweight bike combined with aggressive geometry make for a really good time. |
Component Selection
The Bandit's build spec leans more towards lightweight trail components rather then a burly all-mountain build. As a plus, weight is minimized. The downside is some loss in the rigidity department, which is a shame considering all the details incorporated into the frame to enhance its stiffness. As a whole, we find the Bandit 1 to be a pretty solid build, with the exception being the wheels when considering a rider over 150 pounds. Most riders under this weight will probably prefer something of the carbon variety to get even lighter, but for the money, the Bandit is hard to beat. The Bandit 2 build spec is about two pounds heavier and $1500 less expensive, and also specs Transition's value-packed traditional 32-spoke wheelset.
The only gripe we had with the Bandit's spec was the finicky Cranks Bros Cobalt wheels, particularly the rear wheel. From the beginning of the test, the rear hub made loud popping noises on hard climbs as though the hub pawls were protesting their job. No, we didn't have a driver failure, but the sound was unnerving. The rear wheel also lost its tension entirely too quickly. The first handful of rides went great until we started to get a feel for the bike and really began to charge the corners. Under hard use, the spokes came loose, eventually requiring re-tensioning.
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Technical report
• Fox's 32 is great for a lightweight long-travel fork, but bigger riders will feel significantly more confident with a stouter steering chassis.
• Our SRAM X0 front brake stopped working on one long, steep descent, but picked back up again after cooling off. Bigger riders will want to look at jumping up to a larger rotor size than the 160mm stock unit.
• The 720mm wide stock bar will be plenty for many riders, but fitting a wider version will slow down the bike's handling a touch, a plus for someone who also spends time on downhill bikes.
Pinkbike's take:
 | Transition's first lightweight full-suspension bike fills the niche of aggressive cross-country or 'trail' bike. It isn't supposed to be the most versatile bike on the mountain, but it does offer potential for those few tricky spots where cross-country bikes fall short. Riders from an XC background that are looking for something that's a little more fun yet still efficient will not be disappointed with the Bandit. The ideal Bandit trail covers rolling hills with little elevation change, lots of trees and twisty trail, and rough, technical roots and rocks (no coincidence that that's exactly the type of trails that surround the area where Transition is based out of). Seated spinning offers the most efficient and smoothest ride out of the Bandit. Sustained steeps are not the Bandit's crowning achievement, nor is it the bike's intent, but the nature of the Transition brand means that technical features and small bits of aggressive terrain are more easily negotiated than with other bikes of its class. Given the spec and geometry of the Bandit 26er we tested, we're betting the 29-inch-wheeled version suits its purpose even better. -Brad Walton |
www.transitionbikes.com
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The 1993 model year saw some major trickle-down though as less expensive suspension fork offerings became more plentiful and shimano did a major re-design of their component groups to trickle down the technology from the then new XTR. So we started to see actual full suspension bikes for around that same price level with decent components on them. But the bike that the year before you wanted with XTR parts went up in price. But you could get similar drivetrain features on a Deore LX equipped bike for half that. The same thing happened with 29ers when they gained a strong market presence and will now happen with 650B bikes... the frames aren't the expensive technology part of the bike, its the components you need to build the bike up. Last year the cheapest production 650B officially compatible fork was an X-Fusion Enix around $400 retail. But for 2013 SRSuntour have a host of models coming out and we'll start to see forks around $200 retail in the size, which will let manufacturers start to offer cheaper production bikes for the format.
Now before transition fans get all pissed off. Note that this isn't suggesting they made a bad decision or a bad bike. But rather, if it weren't for patents, they'd be able to make this bike even better.
Unfortunately, the dual-link/vpp type patents are much newer and we will all be old men and women before those become available to every bike manufacturer.
Patents originating in the US only have bearing IN THE US (or maybe all N.America???)... It's a little outside the realm of bikes, but have a look at the "new cars" being designed in China right now... We have a myriad of older Lexus LS copies and even a line for line copy of the BMW X5 with an "astounding" 4 cylinder engine in it that makes my 22RE look like it's from the future... Apparently Canada also has to deal with Patents from the US as well though as Norco WAS from the begining liscencing the FSR susp. from the Big S and calling it "VPS"... Not sure how it all breaks bown, but I know MANY Euro compaines make bikes with very simillar suspension layouts to N.American bikes (the "horst link" is one major example seen ion LOTS of bikes not originating in N.America) and I don't believe they're liscencing the layouts. Also, it's not so much the physical "LAYOUT" as it is the axlepath and leverage curve etc. that's patented with say layouts like "DW link", VPP and what not... FSR has to do with the actual placement of the link and may well be somewhat unique in this, but I'm not positive about that.
@njhop: You're not alone, I feel you... I KNOW, being a Transition that it's a well designed and well built bike that serves a purpose, but I wasn't smitten with it when I first saw it. Not like the first time I saw a 2012+ Spec. Enduro/Evo, Comm-e Meta SX or even a Tranny Bottle Rocket/Double or TR250
More recently, we have Apple getting patents for "rectangles with rounded corners" for the shape of their iDevices and also for the display icons used on those devices. Now I hate to be the bearer of bad news here, but the very first actual mobile cellular phones...were basically rectangular boxes with rounded corners.... so that way of shaping a phone handset... pretty publically common knowledge... but not to whichever moron at the USPTO was reviewing that particular patent application from Apple apparently.
Now, if you want to argue open landscapes on IP that's a different story, but in that argument you have to say all patents are bad ideas or stupid protectionism.
See what a mess it made?
The easiest way to sort out that comparison is to go back to the mid-00s and compare Ventana bikes with Turner bikes. Aside from their DH bikes, Turner were Horst, Ventana were 4-bar linkage-driven single pivot. They looked almost identical. The rear pivot was the quickest way to distinguish them, outside the geek's world of kinematics and leverage ratios and calculations.
I'm not sure I agree with the rest of your comment. What we have now in FS designs is a variety of flavors. None is best. Each rider will find something he or she gets along with better than another design. I've enjoyed riding solid-swingarm singlepivots, linkage-driven singlepivots, Horst link, and dw-link. I can't call any one of them "best" and I don't think we're ever going to see a single "best" design come out as the winner.
Now if only bike reviews would openly address this topic.
Even better... how about an article specifically on suspension patents. For me, a well written article on this topic would be one of the most interesting article in many years.
Anything will break but you can point any bike down and it will go. Anyways, my point is expensive bikes are not a right, they are a privelege and do not make people better.
Who wants to read reviews about shit bikes? When I want help choosing things I don't want people showing me garbage, it's a waste of time. I think of these reviews more of recommendations.
"and how every single stock spec'd handlebar is too narrow..."
Yep. That's a way for the writer to show he's hip to fads and trends. "I"m a tough guy rad rider honch because I talk crap about narrow bars and if you're not riding at least 32" bars you're a loser." The best bar width isn't a matter of trend or fad. I think it's funny that the test bike has 1" of spacers with a 0.5" rise bar. Skip the spacers and use a 1.5" rise bar and you're in the same place. But that's not trendy.
@bradwalton, that's a Cunningham-esque solution in search of a problem. People want to ride 32" wide bars because they want to imagine themselves a World Cup DH rider, they like to think they too ride at Mach Stupid and therefore need the "control." It's funny how fads work in the "industry." First a noted slopestyler wears girl jeans, then everyone wants to wear girl jeans but most are afraid to do so, then a journalist wears them in a self-photo-shoot and suddenly the masses think it's okay. First Sam Hill rides Renthal bars on a Sunday, then everyone wants a Sunday with a Renthal bar "slammed low" and then a journalist endorses it and soon everyone's actually doing it. Meanwhile, nobody's stopping to ask whether girl jeans make you ride better, or whether a slammed low superwide bar actually makes you ride better. And then a journalist thinks of rationalizations to excuse the fad, and says "well you can cut your bar to size," as if everyone spends time dialing bar width with a hacksaw.
Faux-bars seem really dated when you look at VPP, DW, Maestro, Horst, etc. What gives?
vertr, please give some examples of "vastly inferior" DESIGNS. And please pay special attention to suggest why it's the DESIGN and not the implementation. Please also leave out designs that aren't currently used (Slingshot, Allsop flexbeam, Allsop flex-stem, etc).
I too ride motorcycles. You don't turn on a motorcycle using the handlebars. You turn by counter steering and leaning.
You're setup works for you and that's great! No ones dissing you. The Transition comes spec'd with wide bars because that's what the majority of riders are clamoring for. No one wants to buy a pricey new bike and immediately have to spend another $100 making the cockpit comfortable. Companies are now just putting wider bars on bikes and letting the end user adjust the width for their personal needs. We should applaud that.
I'm for specing wider bars. But I ride a 68 degree bike and tried the 70mm stem/730mm bar. It exaggerated everything. Shortening it would make it even more exaggerated. The way my bike handles, I don't see a reason for super wide bars. It's on the lazy side of xc. Even if it had a longer TT, it was too wide. I've had 5 people say,"You should put a wider bar on there". "Why?" They had no response. My whole point of the original comment was that I think people are putting wide bars on their bikes, just to put wide bars on their bikes. Not needing them to bring a slow handling bike up to very managable, but putting them on xc bikes cuz someone told them wide bars are it. So I deadened the front end and cut the bars where I felt were as wide as they could be. Including a week or so moving the grips around to find the widest point. Maybe if I had a DH bike, it'd be completely different. But hearing every bike magazine say,"I wish this came with an 800mm" I think is nuts. I think people think they NEED a wide bar. But you probably don't...
"Cock & Balls" tells me everything I need to know about the "cool dudes at Transition." I roll my eyes. The Crap Brothers wheelset is another bit of evidence that they're into "rebel bling" but in the CB context, the "bling" is empty bling, all looks, no performance reliability.
Another reason I decided on Transiton was their customer service. They actually have some...and it's great! Both on the sales and tech side of things. More common with smaller companies. That alone is worth something to me.
@ CFOxtrot - don't how this isn't a fairly simple or affordable design or that their coming across as dishonest. I would love to try something more design intense (for lack of a better term) like a Yeti SB-66, but at around $2600Cnd. for the alum. version or $3400Cnd. for the carbon (frame w/shock) I call that unaffordable. And as far as defining a company by a phrase (Cock & Balls - god forbid they have a sense of humor) or for a wheelset they put on one model in their entire line, that's a little narrow minded.
Finally, it may not be the coolest or most original design ever, but making it radical and different for the sake of looking radical and different is pointless (and more costly). It rides great and and puts a smile on my face.
7th grader sense of humor, in adults = LAME. But great for 7th graders. So what's their target market? 7th Graders?
I guess it's part of their "blue collar image" though? Like Larry the Cable Guy, who also isn't funny because he's childish and therefore LAME?
"Ug gug gug gug, I drag my knuckles when I walk and have a 70 IQ, isn't that freakin' hilarious!?!"
Notice I have not said Transition bikes ride poorly. Please notice that.
But still, I can't wait until the "cool blue collar dudes at Transition" come out with a ladies-specific bike that has TITS & ASS suspension technology. That's the best way to have "progression" on the subject of respecting women rather than treating them like objects. Right?
I respect the fact that you have your own opinions, I agree with your earlier post saying that no one suspension design is best - you have to find one that works for you, but you don't seem to be able to comment on anything without insults or demeaning tones and that doesn't come across as the most mature attitude.
i am afraid that is just not true... there are plenty out there.
I agree with the reviewer that the CB wheels are an odd choice - for the price I'd much rather have something more reliable and with easier-to-replace parts, like DT240s on Flows. (I went for Pro II Evos on Flows for mine, which I can't fault.)
I personally don't find flex to be a problem with the 150mm Revs on mine (in theory, the extra 10mm travel also raises the BB a touch, but I do still get a fair amount of pedal strikes), but it would be nice to see Transition spec the new Fox 34 forks. That would be a good compromise.
Also, for me, 720mm is perfect for a XC/trail bike. I have a 725mm SixC on mine and love it.
Really? Well I know 25 - 30 guys in my local area who ride Transition bikes, Bandits, Bandit 29ers, Coverts, TR's etc...... I'm lucky enough to own three different models myself and have no plans to sell any at the moment or indeed switch to a different company when I next change up.
With regards to pricing, a 2013 Bandit frame retails for £1400 with Fox CTD Kashima shock. It may not be the cheapest frame in the MTB world but that price compares very well (i.e it's cheaper....) against the comparable Intense/Cove/Santa Cruz somewhat-boutique frames.
@jayandgt - We see very few Voodoo bikes around here though.....
the Bandit is a nice looking frame (very clean design) but its competing in a tough custom build market, since groupset and fork prices went through the roof...custom build is where boutique brands like Santa Cruz, Intense, Ellsworth do well with monied customers paying top dollar for bling machines
consider you can get complete bikes from Specialized (carbon fibre Stumpjumper Evo) and Trek (carbon fibre Trek Remedy 9.8 ) both for under £4,000 coming in 1lb lighter in stock form than Bandit 1, both have better performance suspension systems (FSR on Stumpy and ABP on Remedy) and with no sketchy Crank Bros wheelset on either...
custom build is nice, but its gone crazy expensive and the smaller brands like Transition will always suffer in that respect, and offer more basic aluminium alloy frames when the bigger players (and medium players including Santa Cruz and small players like Intense) are moving to Carbon Fibre...
Fair point(s)! But.... Super lightweight, quickest-to-the-top-of-the-hill, isn't really the point of a Transition I don't think, to me they've always err'd on the side of playfulness and durability, which is just a different approach to many of the more mainstream brands. Not necessarily better or worse, just different.
The Bandit Complete bikes appear to start at £2500 for 2013, which isn't going to give you the most pimp-tastic spec (Rockshox and X5/X7 rather than Fox CTD Kashima and XO) but is certainly good enough for most "real world riding" and the Level 2 build circa £3250 actually gives you top line Fox components for this money, which ain't bad.
As to the custom build route, you mention companies like Ellsworth doing well from the bling builds, well by that same logic I guess other riders can do well with non full-on bling builds. What's wrong, for example, with running SLX/ X9 instead of XO/ XTR, if means you've got room in the budget for that wheelset/fork/dropper seatpost upgrade which will have a more pronounced effect on your riding than some carbon shifter paddles and super low friction jockey wheels? There's no doubt that the big players like Trek and Spesh can give you more bang for your buck, spec wise and maybe technology wise too, but to me that just isn't quite the end of the story. On the outside of things, the spec and tech of a Lotus Exage car compares badly to the BMW X5 for sort of roughly the same money, but I know which I'd rather have from a driving point of view!
As to carbon, have you seen the new Covert? Looks great, I'd imagine the Bandit might be next to get the carbon treatment...!
Ultimately it's all good, and those are just my thoughts, it's horses for courses I suppose!
good points that you made...
I have nothing against Transition, from talking to my contact at another small manufacturer (Canadian brand, made in Taiwan) he tells me they are good people
the problem perhaps, is that the smaller manufacturer can never offer the "value" that the larger manufacturers with their purchasing power (for frames, groupsets, wheels and finishing kit) can offer
I used to work for a distributor of a smaller "brand" at the same size of Transition, and the only way we made sales was selling 'direct' to the public taking 1/3rd off the retail price of the frame, and even then, with discounted components the custom build was always expensive and not superior to the complete production bikes from Specialized, Trek, Giant, Norco, etc. apart from insignificant small details like your choice of handlebar, stem or tires (easily changed on a production bike too...)
+1 about the 150mm revelations, - waaaay stiffer than Fox Floats (which I have on my hardtail). Revelations at this travel are a better fork IMO, as Fox are just too flexy. I'm running Stans Crest wheels as well. and absolutely no complaints about stiffness
Blah blah blah.....26 v 29 so what?....if you want to ride a farmers gate with pram wheels or a seemingly untrendy 26 inch wheeler...just enjoy your riding and be happy without slagging off other peoples choices. Oh to follow current trends or marketing ploys.
i hate the cable routing down the tube,it looks messy and ill thought out. I have considered buying it for the frame ,
but would not make my money back on the running gear.I also have not been able to demo one.
I tried the Tomac Snyper instead,this was a great bike,has anyone tried both ????
I find that the only real weakness my bandit has is that the rear suspension seems to not react so well while under hard rear braking. I don't mine this as it seems to do everything else well (better than my old bike).
Someone made a "clown wheels" comment to me at a race on Sunday. I wanted to smash his face in. Still do.