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 companies up the compression damping (the front and rear) on the first push and correctly restricts rear journey to 120mm.
In order 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 done well enough, but Shimano’s four-pot XT brakes evolved an inconsistent chew-point.
Scott Ransom 910 trip impressions
Starting with 30 percentage sag, the Ransom’s rear suspension feels lazy and slow while pedalling. There’s massive pedal bob and the bike squats deeply into its travel whilst pointed uphill. This makes the 75-degree powerful seat attitude sense lots slacker.
Pushing the TwinLoc far flung lever as soon as facilitates, due to the fact the suspension becomes a little extra stable below electricity and falls less far into its stroke whilst hiking. Push it once more, and the suspension locks out at each ends, doing away with bob for a top notch-efficient sprinting set-up.
It also maintains the rear suspension higher in its tour, which steepens the hiking geometry. The truth that the fork locks out too counteracts this to a point, because it means the front end sits better and the fork 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 keep away from that ‘comfortable’ pedalling 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 among the saddle and grips pretty long. I found this a bit too stretched whilst seated for extended intervals.
I multiplied the pressure in the surprise grade by grade till I had 25 percentage sag, however this raised the lowest bracket (BB) height, making cornering much less predictable.
Even with this set-up, the suspension felt out of sync front to rear. Push hard right into a corner or bombhole, and the surprise ploughs via its travel lots faster than the fork does. This makes for an unbalanced sense because the bike’s geometry adjustments 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 20 percentage 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 makes the guidance experience disconnected. A shorter stem helped on steep, twisty tracks, but made the suspension imbalance feel worse.