A few years ago lots of big brands were producing sub – 1500$ full suspension bikes, and they were often okay. Now, most suspension families start noticeably north of a grand, so at what point does cost effective become cheap and defective?
The gradual but noticeable rise in the price of full suspension over the past few years hasn't just been rubbish for those on a tight budget it's also counter intuitive in many ways. The 650b revolution definitely caused some development costs that need to be paid for somehow, but otherwise 'cheap kit performing really well' has been a theme of our gear and grouptest reviews for a while.
Smooth as velvet
One of the real prime movers of this really good performance at reasonable prices aspect has been suspension brand X-Fusion so it's great to see GT fronting its entry-level Sensor trail bike with one of its units. We're not bothered that it's not the slightly lighter Streat fork that's listed on the website spec either as the Velvet fitted is the model that first put the company on the value for money map. Recent seal evolution also means the Velvet is now smooth from the start rather than needing a few good rides to get going.
Where it really scores is a well-metered low speed compression damping character that stays consistent throughout the stroke rather than just forming an initial 'threshold' on excess fork movement. The result is a controlled and confidence boosting predictability even when you're properly pushing the bike hard. There's rarely any need to switch the climb lever onto firm either. Despite its controlled feel it still shrugs off big hits better and stays smooth and supple for far longer than most of the other mid-price bike/fork options apart from RockShox' Sektor. In fact, the front end of the Comp actually feels better than the otherwise identically cockpit and frame shaped but RockShox Revelation RL-equipped Sensor Carbon Expert (4350$) that we tested in our Trail Bike of the Year feature last issue.
If it sounds like we're concentrating a lot on the fork here it's because it's a particularly good fit for the bike. Not only is it stable enough under cornering to keep it tall and reduce the naturally nervous feel of a slightly steeper than we'd like head angle, it's also got the same set up and forget character as the rear end of the bike.
Despite the Independent Drivetrain Angle Optimized Suspension being one of the most complex (and most complicatedly named) systems around it's a really simple system to actually apply to the trail. The chainset moves separately to the front and rear frame halves so the wheels can do a lot without it obviously affecting pedalling rhythm. Despite the very high pivot and a lot of rearward axle movement there's no obvious extra firm stand up or soggy pedal bob compared to other distinctive suspension systems. Insteadthere'sjust a slightly rubbery chain sensation and a relentless and seemingly never ending amount of consistent ground tracking grip. Not just at the rear end either as the way the suspension interacts with the mainframe also drags the front wheel onto the ground under power. Add the 68.5-degree head angle and that makes clawing round uphill switchbacks or other technical climbing corners a real party piece of the Sensor. It shares the same inexorable climbing determination with other I Drive bikes too.
Solid spec
Despite the obvious complexity of the multi-part system and an extremely stiff alloy frame, overall weight is good for the price and travel and only 0.7lb heavier than the carbon-framed Sensor that's almost double the price. The BeeLine tyres are a great fast rolling choice for drier or rockier trails. The lockout switch on the shock is still a definite bonus for longer/smoother climbs or if you're stomping the pedals hard.
The suspension also potentially works really well downhill too. We say potentially because the rider has a significant part to play - or more accurately not play - in getting the best from it. As we've mentioned already a high pivot and a lot of rearward wheel movement creates a suspension setup that can swing out of the way of big hits like a matador's cloak if you let it. The easy swing of the rear end also effectively lowers the bottom bracket and lengthens the bike, adding stability to what's otherwise a rather steep and short static geometry. The X-Fusion rear shock also delivers consistent control to take big hits or chattering ruts in its stride. There's even a pointer and sticker arrangement on the rear suspension so you can set sag easily despite the fact the shock is hidden in the stirrup style seat tube base.
Braking has a noticeably suspension firming effect on the suspension, so staying off the anchors definitely makes for a smoother ride. It's also really hard to pop up the front end, which resulted in a spectacular over the bars fail when we forgot and tried to manual a big step up. The relatively long stem and steep angle compound both of these issues, and it's deinitely a bike that suits riders who prefer to be passengers than pilots.
While overall weight and suspension smoothness are impressive for the money, the SRAM X5 gears start to feel sticky and hard to shift within a few hours of typically dirty spring riding. From experience they'll need constant TLC to stay bearable over time.
Summary
Despite the gears and QR dropouts it's still a distinctively high traction, trail smoothing, ego-boosting ride at a good price, especially for those after a helping hand through the tricky bits rather than those wanting to grab the trail by the scruff of the neck.
FRAME COR 6069 alloy
FORK X-Fusion Velvet RL, 130mm
SHOCK X-Fusion O2 RL
WHEELS Alex DP21 rims, All Terra hubs
TYRES WTB BeeLine, 650bx2.2in
CRANKS FSA Gamma Drive MegaExo, 44/32/22T
GEARS SRAM X5 10spd
BRAKES Shimano M396
SIZES XS, S, M (tested), L, XL
WEIGHT 14.1kg (31.09lb)