The four-bar Horst-hyperlink rear-quit drives a custom Fox shock, which can be tuned with volume spacers or made even extra progressive on the flick of a transfer.
Additionally, Scott’s TwinLoc far-flung lever increases the compression damping (front and rear) on the first push and correctly restricts the rear journey to 120mm.
To fit the Fox 36 fork with its lockout, Scott has specced the FIT4 damper, which is notably less supple than the GRIP2 unit, to be had some other place. The Syncros wheels and completing kit were done well enough, but Shimano’s four-pot XT brakes evolved an inconsistent chew-point.
Scott Ransom 910 trip impressions
Starting with a 30 percent sag, the Ransom’s rear suspension feels lazy and slow while pedaling. There’s a massive pedal bob, and the bike squats deeply into its travel while pointed uphill. This makes the 75-degree powerful seat attitude sense a lot slacker.
Pushing the TwinLoc far flung lever as soon as facilitates because the suspension becomes a little extra stable below electricity and falls less far into its stroke while hiking. Push it again, and the rest locks out at each end, doing away with Bob for a top-notch-efficient sprinting setup.
It also maintains the rear suspension higher in its tour, which steepens the hiking geometry. The fork locks out to counteract this to a point because it means the front end sits better, and the division stops absorbing bumps.
I soon disconnected the fork’s lockout cable to steepen the mountaineering geometry further. This made the Ransom a speedy climber, but I had to toggle the lockout frequently as the terrain changed to avoid that ‘comfortable’ pedaling sense.
Also, I’d decide upon a steeper seat perspective to get my hips over the pedals while mountaineering. The slack seat tube, combined with the long reach (500mm, XL) and 55mm stem, makes the distance between the saddle and grips pretty long. I found this a bit too stretched while seated for extended intervals.
I multiplied the pressure in the surprise grade by grade till I had a 25 percent sag. However, this raised the lowest bracket (BB) height, making cornering much less predictable.
Even with this setup, the suspension felt out of sync front to rear. Push hard right into a corner or bomb hole, and the surprise plows via its travel lots faster than the fork does. This makes for an unbalanced sense because the bike’s geometry adjusts mid-flip.
But even if descending, the suspension is a ways from ideal. The fork’s FIT4 damper feels harsh over high-velocity hits, and on lengthy, rough tracks, the surprise receives firmer and rebounds quicker toward the cease, making the returned-end sense unsettled and high.
I measured a 20 percent sag after one 3-minute rocky tune. All air shocks are stricken by heat. However, I didn’t word this with different motorcycles tested currently that use piggyback shocks.
Also, the long (for an enduro motorcycle) stem disconnects the guidance experience. A shorter stem helped on steep, twisty tracks but worsened the suspension imbalance.
