In the last five years, the flurry of mountain bike innovations has enhanced everyone’s riding experience. Today’s ultra-lightweight frames and efficient suspension designs allow riders to climb farther and descend faster than ever before. As our riding continually evolves and mountain bikes become evermore segmented, at the heart of the sport is the trailbike. The prototypical mountain bike is designed for reaching the top of the toughest climbs and is able to utilize the latest suspension technology to make every inch of elevation gained all the more enjoyable on the descent.



The quality of the mountain bikes available to passionate riders is mind-boggling. We’ve rounded up five trailbikes from leading brands and tested them head-to-head. The two main requirements of the bikes in this shootout were that they have a retail price of $2100 (plus or minus 10 percent) and a range of travel from 4.7 inches to 5.5 inches. The test fleet includes the Giant Trance X3, Trek Fuel EX 8, Specialized Stumpjumper FSR Comp, Cannondale RZ 120 4 and KHS 555 XCT.

To help you understand how the shootout winner was determined, we’ll take you through a detailed review of each bike, followed by a shakedown of how the bikes ranked head-to-head.

The Giant Trance X3



The Trance is Giant’s ultra-popular, do-it-all bike and also the winner of last year’s $2500 shootout.

Fit and feel: The Trance X3 oozes capability from the very first ride. The roomy cockpit features Giant’s new Connect stem, 27-inch-wide Connect handlebar and awesome lock-on grips. The average 30-inch standover height didn’t interfere with its aggressive bike handling. The Fizik Gobi saddle is good for riders who prefer the support of a firmer, longer perch.
   
Nuts and bolts: The five-inch-travel Trance X3 utilizes Giant’s Maestro dual-link suspension, which is designed to remain active under braking while reducing pedaling-induced suspension movement. Giant’s confidence in the Maestro suspension shows in their choice of the Fox Shox Float R shock, which doesn’t utilize a ProPedal feature, only rebound adjustment. Up front, the X3 sports Fox’s 32 F 120R fork and 15QR thru-axle, while Shimano’s Deore shifters communicate with a Deore front and Shimano SLX rear derailleur. Although the Avid Elixir has largely replaced the Juicy brake line, the X3 is equipped with reliable Juicy 3’s and six-inch rotors. The Trance frame can accept a water bottle in front of the shock on the downtube. Our Trance X3 test bike weighed exactly 29 pounds with Shimano XT pedals.



Unique features: Although the Trance X3 has five inches of rear wheel travel, the front end utilizes 4.7 inches of Fox suspension action. Giant developed the snazzy red Giant Tracker front hub so they would be able to spec the X3 with a fork featuring 15QR thru-axle technology and still remain at their desired price point.

Climbing and traction: Equipped with ultra-versatile, 2.1-inch Kenda Nevegal tires, the Trance X3 clawed its way up loose climbs with remarkable traction. On extended, hardpacked climbs, however, the pronounced Nevegal tread created extra drag. Despite not having the ProPedal lever option on the shock, the X3 showed few signs of being inhibited by suspension bob during in-the-saddle climbing. The Giant’s front end does a good job of staying planted on the ground over rough, loose uphill terrain and doesn’t require the rider to exaggerate weighting the front wheel. On all-day rides with hours of climbing, we appreciated the 34-tooth low gear on the rear cassette.

Descending and technical riding: Descending terrain worthy of the Trance X3’s five inches of travel requires no compromises by the rider. Whether you want to point-and-shoot through a rock garden or nimbly finesse the bike through undulating trails, the Trance X3 is responsive and smoothly soaks up every harsh trail obstacle.

The 27-inch-wide Giant handlebar is ideal for a trailbike in this application, as it helps reduce front-end twitchiness and allows the pilot to confidently focus on the demanding terrain ahead. The 15QR axle makes for a crisp-handling and torsionally stiff front end.

Cornering: It’s no secret that the Nevegal tires hold tight on nearly all types of cross-country terrain. We confidently swooped through off-camber corners and bombed through switchbacks without thinking twice. Although the Trance has a slightly steeper head angle than many five-inch trailbikes, its balanced suspension put us at ease, allowing us to carve corners at speed.

Setup tips and tricks: The key to getting the maximum performance from suspension designs (especially dual-link types) is to set the proper shock and fork sag. Super aggressive riders may wish to set the shock sag at 20 percent, while more traditional riders should run 25-percent sag.

The verdict: Giant packed a remarkable amount of performance into the $2000 Trance X3 package. True, it doesn’t have bells and whistles like a fork lockout or shock ProPedal, but we never reached for them anyway. The X3 combines excellent suspension performance with a proven component package for a do-it-all trailbike nearly impossible to top.



No complaints: Whether grinding uphill or cruising technical descents, the Trance X3 doesn’t disappoint. With five inches of travel, this is one capable machine.

The Cannondale RZ 120 4



The aluminum RZ 120 4 is handmade in the U.S.A. and has 4.7 inches of front and rear travel.

Fit and feel: Our first impression of the RZ 120 4 focused on the narrow, 25.5-inch-wide handlebar and rubber lock-on grips. Right away we realized we were aboard a bike that was a couple of years behind the times with respect to cockpit components.



Nuts and bolts: The single-pivot Cannondale RZ 120 4 utilizes a variety of unique components, like the X-Fusion 02 RLZ shock and the RST Deuce 120 fork. The Shimano Deore shifters and drivetrain work together to help put down the power to Kenda Nevegal tires mounted to Maddux DC3.0 Disc rims. The downtube has ample room for a water bottle cage. When weighed with Shimano XT pedals, the RZ 120 4 registered 32.4 pounds.

Unique features: A longtime feature of Cannondale mountain bikes is their 1.5-inch head tube, allowing for a zero-rise Tange headset. The RZ 120 4 features Cannondale’s one-piece seat tube, bottom bracket shell and lower pivot housing. This piece is three-dimensionally forged (no welds or weak points) for improved strength.

Climbing and traction: The single-pivot RZ pedals very well and accelerates impressively, despite its hefty weight. The X-Fusion 02 shock features their Power Valve Adjust (PVA) platform for improved pedaling efficiency. Although we rarely needed to apply the PVA, when we did, instead of having the four settings it is billed to offer, the lever simply switched on or off with no discernable distinction between the four settings. However, when flipped “on,” the PVA provided hardtail-like pedaling performance.

Our initial impression of the RZ 120 4 wasn’t great, and it didn’t get better when we experienced the less-than-pleasant-feeling saddle. After just a few minutes aboard the bike, the saddle gave us flashbacks of being on the last lap of a 24-hour race. Ouch.

Despite its uncomfortable feel, the RZ hooked up well and transferred power efficiently to the Kenda Nevegal tires. But on steep uphills, the bike’s weight became a factor.

Descending and technical riding: We’ve mentioned how we like the feel of the RZ’s X-Fusion shock when in the fully open and active setting, and on descents it did a great job of keeping the Cannondale’s rear end glued to the trail. The fly in the ointment was the RST Deuce’s fork performance. The fastest, wide-open rebound setting was still way too slow, forcing us to slow down the shock’s rebound to match the fork. When we were really charging technical terrain, the fork could not keep up with the activity of the rear end. Thankfully, the Shimano hydraulic brakes overachieved and helped us right the RZ’s bucking-bronco tendencies.


 
Cornering: Although the RZ 120’s geometry leans towards that of a traditional cross-country bike, we still felt comfortable riding hard into corners. That is, until the front end would push and not let us take advantage of the RZ’s potential. The unbalanced suspension took the wind out of the Cannondale’s sail and undermined our confidence in the bike’s handling.

Setup tips and tricks: Since the RST fork’s rebound is too slow for our taste, we opted running it in the fastest setting. The RZ 120 4 pedals well, so unless you’re riding a ton of fire roads, keep the X-Fusion shock in the fully active setting to help smooth any trail bumps and improve traction on climbs.



The verdict: On paper, the RZ 120 4 is a fine bike with ample travel for a trail rider’s needs. Unfortunately, the component spec hurt its overall performance. We commented on the RZ’s weight, which is likely concentrated in the wheels and three-piece Shimano crankset. Being on the hefty side isn’t an automatic black mark on a bike’s performance. Spot-on geometry and suspension performance can do a decent job of hiding a bike’s love handles. In the RZ 120’s case, however, the fork performance, twitchy handling and narrow handlebar hid the bike’s heft as slyly as a fat guy swimming in a T-shirt.

The KHS 555 XCT



The aluminum 5.5-inch-travel 555 XCT is KHS’s top-of-the-line trailbike.



Fit and feel: Although the 555’s top tube measures 23 inches, it has a compact, dual-slalom-like feel in the cockpit that invites aggressive riding. The feel is largely due to the 27-inch-wide handlebar and 70-millimeter stem. The WTB Silverado saddle is lightweight, but some may find it too firm for all-day trail outings. The WTB Weirwolf grips are certainly not favorites.

Nuts and bolts: The 555 XCT frame uses the FSR four-bar suspension (licensed from Specialized) for 5.5 inches of rear wheel travel, while the Marzocchi 44 TST2 fork offers 5.5 inches of travel up front. Rear suspension duties are fulfilled by RockShox’s Monarch 3.1 air shock. WTB’s 2.2-inch-wide Wolverine tires are mounted to Mavic 317 double-wall rims, while Hayes Stroker Trail brakes provide the stopping power. SRAM’s X.7 shifters speak to the X.9 rear derailleur and Shimano Deore front derailleur.



Unique features: The Cane Creek Zero Stack headset discretely slides into the frame and keeps the handlebar-to-axle height relatively low for a bike with 5.5 inches of travel. The RockShox Monarch shock has externally adjustable rebound control, and the gold Flood Gate dial allows riders to tune a pedaling platform threshold for increased efficiency.

Climbing and traction: At 31 pounds, you wouldn’t tag the 555 as a machine that scampers uphill; however, it does a decent job of hiding its weight because it’s carried low in the frame, and the WTB tires have a fast-rolling center tread that keeps resistance down. In the saddle, there is some noticeable rear suspension movement. When climbing fire roads, we spun the shock’s gold Flood Gate dial a few turns to the right to slightly firm up the rear suspension. But on technical climbs, we left the shock open. On steep uphills, riders exaggerated keeping their weight low over the handlebar to help keep the front end from wandering.

Descending and technical riding: The 555 XCT is at home on fast, flowing terrain. The head angle certainly feels slacker than its claimed 69 degrees. The Marzocchi 44 TST2 fork with 15-millimeter thru-axle isn’t the supplest slider in its initial stroke, but once you fall into its travel, it keeps the front end hooked up and takes the brunt of impacts from rocks and roots. It also took some tinkering to get the 44 TST2 fork to stop topping out at full extension, but eventually we were pleased with its performance. The rear suspension felt very supple and tracked the terrain well. The gradients on the shaft of the Monarch shock make setting proper sag a cinch.

The Hayes Stroker brakes were the weak link in the 555’s descending. The levers felt strange at the handlebar, and after a few rides they began to rattle. On top of the poor feel, they also lacked the power to reign in the speed when really cruising on this long-travel machine.

Cornering: The WTB Wolverine tires were a pleasant surprise. They have a fast-rolling center tread and sufficient side knobs for leaning into aggressive corners. In the rear, the tread pattern will break free initially, but regain bite once the shoulder and side knobs dig in.

The 70-millimeter stem makes the rider more relaxed in the cockpit, and the improved leverage of a 27-inch-wide bar allows the pilot to comfortably hang it out on both downhill switchbacks and tricky off-camber sections.

Setup tips and tricks: We had to spin the Marzocchi 44 fork’s rebound knob about eight or nine turns to get it to where we could actually start feeling the input from the adjuster.

Smooth and stable: At speed, the 5.5 inches of front- and rear-travel absorbed the brunt of big impacts and smoothed trail chatter. The RockShox Monarch shock has an adjustable pedaling platform, but outside of long climbs, we opted for the shock to perform wide open.



The verdict: The KHS 555 XCT is a fast bike, despite feeling heavy at times. This bike makes you want to drop the seat, hit some berms and descend like it’s a 4-Cross bike. The combination of an active, yet reasonably efficient rear suspension, air-sprung thru-axle fork, and surprisingly good tires makes the 555 XCT a good bike for the money, with plenty of places to shed weight if that’s a priority.

The Specialized Stumpjumper FSR Comp



Works Stumpy Carbon (MBA, January 2010), but can the lowest-priced, full-suspension Stumpy FSR live up to the standard created by its bling-riddled brother?



Fit and feel: The Stumpy’s swooping lines and subtle graphics instantly command your attention. The low, 29-inch standover height makes the pilot at ease aboard the bike, while the 70-millimeter stem begs for an inch wider handlebar than the stock 26-inchers. The Stumpy positions the rider in the center of the bike, ready to attack uphill and down.

Nuts and bolts: For 2010, the Stumpjumper FSR Comp has 5.5 inches of rear wheel travel and 5.1 inches of travel up front. The cockpit features Specialized’s Grappler lock-on grips and Format saddle with hollow chromoly rails. Stopping duties are handled by custom Avid Elixir R SL brakes with a seven-inch front rotor and six-inch rear, and semi-metallic pads. SRAM’s X.7 shifters operate the X.9 rear derailleur and a Shimano SLX front derailleur, while custom DT Swiss 420 rims are mounted to a Specialized S-Works Purgatory front tire and a Captain Control rear tire. Our Stumpjumper FSR Comp test bike weighed an even 28 pounds with Shimano XT pedals.



Unique features: Each Stumpjumper FSR model utilizes a 5.5-inch, adjustable travel fork, except for our Comp test bike. To keep the Comp’s price competitive, Specialized developed a custom Fox Float 130 R fork with 5.1 inches of travel and the lighter crown found on Fox’s F series forks. The 130 R fork doesn’t have travel adjustment, so Specialized opted for a tad shorter travel fork to help riders keep their weight over the front end when climbing. Still, the fork does have over five inches of travel. The custom bits continue with the Fox/Specialized Triad shock with three settings: open, ProPedal and lockout. The Specialized front hub has oversized end caps to improve front-end rigidity.

Climbing and traction: The Stumpy Comp is an efficient pedaler and scampers uphill superbly, both in and out of the saddle, never searching for traction. Although it has over five inches of travel, you’d never know it, even when spinning in the saddle with the shock in the open position. On extended fire road climbs we took advantage of the ProPedal setting, but otherwise we rode with the shock open. The Stumpy Comp rides a lot lighter than its 28 pounds, and the rear end tracks well over rocks and trail obstacles.

Descending and technical riding: The Stumpjumper’s well-balanced suspension kept the bike stable at speed. Test riders could stay centered on the bike in nearly every situation, focus on the terrain ahead, and have ample traction on both wheels for braking. Because of its remarkable number of biting edges, the Purgatory front tire is on our list of favorite trailbike tires. The Stumpy Comp combines superb suspension performance with the agility of a lightweight trailbike. Riders who rarely leave the ground and those who use every trail feature to pump the terrain or float over obstacles will be impressed with how this bike handles.



Cornering: The Stumpy Comp has a well-thought-out tire spec. The fast-rolling Captain rear tire has usable side knobs, and the Purgatory front tire has a lot of bite for a cross-country tread. Whether charging off-camber corners or navigating switchbacks, both wheels stay hooked up thanks to the balanced suspension and tire combination.

Setup tips and tricks: The seatpost clamp broke, but there were no performance-related issues. The Stumpy Comp FSR frame has a marking on the seat tube to help you set the recommended 25-percent shock sag.

Float on: The Stumpy’s snappy handling and superb tire specs result in bike-handling confidence. The S-Works Purgatory front tire launched itself into our list of favorite trailbike tires.

The verdict: From ten feet away it would take the trained eye of a sniper to spot the differences between our $2200 Specialized Stumpjumper FSR Comp test bike and the flagship S-Works Carbon version that sells for over $5000 more. The Comp has remarkable suspension performance, a perfect tire spec, is reasonably light for a bike of this price, and has geometry that is spot-on for climbing and descending at speed. After each ride we found ourselves asking: Why would anyone want anything more expensive? This bike does everything well.

The Trek Fuel EX 8



If the Fuel EX sounds familiar, that’s because last month we featured the top-of-the line carbon fiber EX 9.9. The aluminum EX 8 frame shares nearly all of the features of the top-shelf version and sells for one-third of the price.



Fit and feel: With the 100-millimeter stem and narrow 25.5-inch-wide handlebar, the Fuel EX 8 has a traditional cross-country feel. The low-profile Bontrager lock-on grips are some of our favorites.

Nuts and bolts: The aluminum Fuel EX 8 has 4.7 inches of front- and rear-wheel travel. The cockpit consists of Bontrager bits, including a Race saddle, riser bar, stem and seatpost. An FSA headset accepts the tapered steerer tube of the air-sprung Fox 32 F RL fork, and the Bontrager’s XDX tires are mounted to a Bontrager Duster wheelset. The drivetrain features the underrated Shimano SLX shifters and front derailleur, plus a Shimano XT Shadow rear derailleur. Avid’s Elixir 5 brakes with a seven-inch front and six-inch rear rotor handle braking duties. The high-end Bontrager carbon seatpost is overly complicated, so we enjoyed the simplicity of the Race seatpost on the EX 8.



Unique features: The Fuel EX 8 shares much of the technology found on the higher-end carbon versions, including the custom Fox RP2 DRCV (Dual Rate Control Valve) shock, E2 tapered head tube, Active Braking Pivot (ABP) and Full-Floater shock. The Fuel EX 8 also includes unique, snap-on sag meters for the Fox fork and shock.

Climbing and traction: As you are cranking aboard the Fuel, there is noticeable pedal-induced suspension movement when the ProPedal is off. When climbing rocky or rutted technical terrain, the additional traction of the active rear suspension is appreciated. On smooth climbs or long sections of fire road, we flipped on the ProPedal feature. The Bontrager XDX tires lack any significant tread for climbing on anything other than damp soil or extreme hardpack. Under hard, out-of-the-saddle efforts, we occasionally hit our legs on the cables.

We like the two-piece Shimano crankset, but on more than one ride the crew wished the 32-tooth low cassette cog would magically grow two more teeth. Some sections of uphill terrain where we normally ride seated required a few strides of stand-up pedal mashing to clear.

Descending and technical riding: The biggest improvement in the Fuel EX line is the addition of the DRCV shock. On mellow terrain it soaks up trail chatter, but it also smoothly absorbs the impact of trail obstacles at speed without spiking. We sometimes felt the front end couldn’t cash the checks the rear suspension was writing. The combination of stem length, bar width and minimal front tire tread made for some sketchy technical descents that didn’t match the smooth performance of the rear end. The Fuel EX 8 doesn’t have the steering precision of a 15QR fork, as aggressive riders will notice when bombing steep, rocky terrain. The Elixir 5 brakes worked flawlessly.

Cornering: With a 100-millimeter stem and 69-degree head angle, the EX 8 has sharp steering capabilities. But, riders were rarely able to let it hang out in corners at speed. The large-volume tires are too rounded, and with no discernible side knob, riders couldn’t comfortably rely on a defined edge for cornering bite. The rounded tires seemed to push both front and rear and were less than ideal for loose, off-camber trails.

Setup tips and tricks: Trek knows the importance of setting sag on a full-suspension bike, so use the included sag meters to make sure you’re getting the most out of your bike from the first ride. Although the Elixir 5 brakes don’t have the handy lever-reach adjustment dial found on more expensive versions, simply take a 3-millimeter hex wrench to the bolt behind the lever to position your desired distance from the handlebar.

Accelerator: With the Fox shock’s ProPedal feature employed, the Fuel EX 8 has snappy acceleration. The cockpit components have a traditional cross-country feel, which some riders appreciate when climbing.


The verdict: The Fuel EX 8 is a remarkably capable trailbike, but its performance was hindered by the tire spec and cockpit components. The wrecking crew loves the Fuel’s new DRCV shock. Last year’s Fuel EX sometimes felt as though it couldn’t keep up with the high-speed terrain the bike was capable of tackling. The Fuel EX 8 is the ideal bike for a cross-country rider keen on more traditional geometry and component offerings.

Five Capable Trailbikes Battle For Supremacy
And the winner is…



The wrecking crew approached the shootout process like we do any bike test. The litmus test we use is: Would we recommend this bike to a friend? In the case of this shootout, our friend wants a trailbike in the $2000 neighborhood that does everything.

So, we ranked the bikes from best to worst, taking into consideration how the bike climbed, descended, cornered and felt in the saddle. Each of the bikes had qualities we liked, and even the bikes that scored the lowest are fine mountain bikes. Still, when ridden side-by-side with their competitors at the same price point in the same mountain bike category, the contenders separated themselves.

The crew ranked each bike from one to five, with one being the best-performing bike. The total number of votes was tallied, and the lowest score determined the winner. Additional comments were noted and worked into each bike’s individual test.

1st Place - 7 points
Specialized Stumpjumper FSR Comp
As you’ve likely deduced from the five bike reviews preceding our shootout results, the Specialized Stumpy FSR Comp is the shootout winner. It is not only the lightest bike in the bunch, but it has the most rear travel (5.5 inches) and second most in the front (5.1 inches), plus it just felt “right” in all situations. It climbed with incredible efficiency, and the well-balanced suspension allowed us to focus on the trail ahead instead of wondering how the bike would handle certain terrain features. Even the tire spec (with a fast-rolling rear and aggressive front tread) shows the dedication to performance at this price point. The MBA headquarters’ warehouse is loaded with $6000 test bikes, all of which have some big shoes to fill in light of the $2200 Stumpjumper FSR Comp.

2nd Place  - 8 points
Giant Trance X3
Second only to the Stumpjumper, and by a whisker hair of one point, the Trance X3 gives you a comfortable cockpit well-equipped for aggressive descending. The Maestro suspension stands out for its efficient pedaling platform that’s supple during descending. Whether going through the Trance part-by-part or examining its handling characteristics, it’s tough to find fault with this machine. Riders found the Giant to be a stable descender at speed with good braking and the most versatile tire on the market. The riders who liked the Giant the best preferred its wider handlebar and thru-axle front end. The Specialized’s additional travel, better steering at speed and lighter weight ultimately gave it the edge.

3rd Place  - 16 points
KHS 555 XCT
Second only to the Stumpjumper, and by a whisker hair of one point, the Trance X3 gives you a comfortable cockpit well-equipped for aggressive descending. The Maestro suspension stands out for its efficient pedaling platform that’s supple during descending. Whether going through the Trance part-by-part or examining its handling characteristics, it’s tough to find fault with this machine. Riders found the Giant to be a stable descender at speed with good braking and the most versatile tire on the market. The riders who liked the Giant the best preferred its wider handlebar and thru-axle front end. The Specialized’s additional travel, better steering at speed and lighter weight ultimately gave it the edge.

4th Place - 19 points
Trek Fuel EX 8
The Fuel EX 8 was the most disappointing performer of the group, because at its heart, it is a great bike. The Fuel has suspension performance that we love, but when invited to hang out with bikes like the Stumpjumper and Trance, it shows up late for the trailbike party. It has a very conservative cross-country bike feel (not far from their Top Fuel racer) with a 100-millimeter stem, narrow handlebar, lackluster tires and 11-32-tooth cassette. Will you be happy with this bike if you’re interested in buying one? Of course you will. But its glaring component spec deficiencies hurt it in this group.

5th Place  - 25 points
Cannondale RZ 120 4
Cannondale has two models in their RZ line—the 120 with 4.7 inches of travel and the 140 with 5.5 inches of travel—and they assured us we wanted the 120 for this shootout. Although it’s the most affordable bike in the shootout, that wasn’t the root of its unanimous fifth-place finish. We can think of a handful of other components at the same price point that would greatly improve the RZ’s performance. Like the Trek, it had a somewhat awkward and narrow cockpit, and with a poor-performing fork and a weight of over 32 pounds, it was simply outclassed by its competition.