Tom Law is back with another update on his Transition Smuggler long-term test bike. After seeking lighter-weight, faster-rolling rubber and swapping in some personal favourite components, he now looks for extra plushness from the suspension.
Nearly halfway through my time with the Smuggler and I’m still very much enjoying it.
But the more I ride it, the more it surprises me.
With its piggyback shock, aggressive stock tyres and fairly burly build, I was anticipating a slimmed-down version of Transition’s longer-travel Sentinel.
I figured it’d be on the plusher, rowdier side of the trail bikes spectrum, but it isn’t. Instead, it feels way closer to the Spur.
The Horst-link suspension is far more efficient than I expected and doesn’t deliver the smooth ride offered by Norco’s Fluid that I rated so highly at the tail end of last year.
There are pros and cons to this. The positives are obvious; the Smuggler climbs brilliantly, and with the steeper seat angle, is a great place for cranking out the miles.
The downside is its relative lack of plushness. It’s not harsh by any means, but I expected it to offer up more grip, traction and control when it gets rowdy.
In an attempt to eke out some extra terrain-gobbling ability, I tried a little trick I’d seen online with the Fox Float X Performance.
The Performance version comes only with rebound adjustment and a two-position pedal lever, forgoing the independent low-speed compression adjustment of the more expensive Performance Elite and Factory variants.
It turns out that underneath the black cover, where the blue dial is on those pricier shocks, are all the adjustable internals – just not a dial to adjust them.
By purchasing the dial kit separately, you can remove the black cover, pop the dial in place and voila. You now effectively have a Fox Float X Performance Elite shock.
Now, with the ability to adjust the low-speed compression myself, I set to work fiddling around.
It turns out the shock comes effectively fixed with five clicks of low-speed compression damping already dialled in. Now I could adjust it, I immediately dialled those out, giving me a fully open low-speed compression circuit.
The back end now feels a tad plusher, but still not as pillowy plush as the Fluid.
I guess that's the trade-off with the kinematics on the bike; it's designed to prioritise efficiency over bump-gobbling ability.
I’m just yet to decide if that's to the bike's advantage or to its detriment.
Transition Smuggler Carbon GX in brief
The Smuggler was revised in the early part of 2023, having been absent from Transition’s range since 2020.
There are options for carbon or aluminium frames and the styling is in line with Transition’s more angular look of the past few years.
Using the brand’s GiddyUp suspension design with 130mm of travel, it has a Horst-link system. The stout-looking carbon linkage drives the shock, with a pivot down on the seatstays.
This is matched with a 140mm-travel fork, but you can remove a spacer in the rear shock to lengthen the shock stroke and bump the bounce up to match the front end.
It rolls on 29-inch wheels front and rear, but can’t be set up as a mullet bike.
Fox’s 34 fork with base-level GRIP damper – rather than the more adjustable GRIP2 – and Performance-level Float X shock cover suspension duties.
SRAM’s GX drivetrain is a known quantity, though an NX shifter is tucked under the handlebar. Code brakes with big 200/180mm rotors take care of slowing down.
OneUp’s excellent V2 dropper post chosen in a 210mm-drop variant, while the bike comes with an 800mm-wide Race Face Chester bar and stumpy 40mm Aeffect R stem.
Keeping the Smuggler rolling are quality EXO+ Maxxis Assegai and Dissector tyres in the MaxxTerra compound.
These are wrapped around a no-frills set of WTB ST i30 rims, laced to Novatec hubs.
Older updates follow below…
Transition Smuggler Carbon GX update one
It’s wild to think I’ve had the Smuggler in my possession for nearly five months.
What’s even more wild is how alien its little sibling, my own Transition Spur, felt when I jumped back on it for the first time in a while.
Considering I’ve owned and ridden the Spur for three years, how quickly the Smuggler felt like an extension of me when riding shouldn’t perhaps come as much of a surprise.
But bearing in mind how closely I felt they rode, it was eye-opening to swing a leg back over the shorter-travel bike again.
Instantly noticeable was the longer cockpit of the Spur. Even after I shortened the stem to 40mm to match the Smuggler, it still felt very rangy when seated.
The Smuggler’s 78.1-degree seat angle is two degrees steeper than the Spur and I felt it straightaway on the trail. I’ve already come to prefer the shorter effective top tube and its more compact feel when climbing.
The Spur is a very competent climber. But I’ve been surprised how little performance, if any, the Smuggler gives away.
Part of that is down to the geometry, but also the lively NOBL X Berd wheels I’ve fitted. Their light weight makes the Smuggler an absolute animal on the climbs.
That has been boosted further by switching out the stock Assegai/Dissector rubber to a Maxxis Forekaster in EXO+ casing out back and wrapping a lighter EXO-casing DHR II up front.
Given the only other thing I’ve changed on the bike is the cockpit to a full OneUp setup, the wheels make up a significant part of the weight saving over the stock build’s 14.1kg (without pedals).
At the moment though, I’m running a set of burlier Hunt Proven Race Enduro wheels wrapped in Specialized’s redesigned Purgatory tyres I have in for testing, so stay tuned for a review of both soon.
Moving over to that OneUp cockpit, from the first descent it was obvious how much more compliant the carbon bar is compared to the Race Face Chester the bike came with.
I’m all for fitting name-brand components to boost a bike's perceived value, but I’d rather see a no-name bar if it offers more compliance than the unforgiving Chester.
I’ve also been enjoying OneUp’s new Thin Grips. They offer a more comfortable and plush feel than their 29mm diameter may suggest. It’s been nice to have the EDC tool stashed in the steerer for emergency use too.
Lastly, I have the brand’s new V3 dropper post fitted to see how it compares to the stock V2. It will be interesting to try them back to back.
Overall, OneUp’s whole cockpit has become one of my favourites. High praise indeed.
Elsewhere, not much has changed. SRAM’s GX drivetrain is still clicking through the gears, though I did manage to snap another GX chain.
I’m not a serial chain snapper, but this is the fourth GX chain I’ve broken in the last few months – something to look into.
The gorgeous oil slick titanium bolt kit I’ve added to the Smuggler is a sight to behold.
It’s a small detail and combined with a few other little bits, such as the EDC carrier and new SDG Bel Air saddle I’ve fitted, gives the bike a bit of a personal touch.
Norco Fluid FS C2 full specification
- Sizes (tested): M, L*, XL
- Weight: 14.1kg (31.1lb), L size without pedals
- Frame: Carbon fibre, 130mm (5.12in) travel
- Shock: Fox Float X Performance 210x50mm
- Fork: Fox 34 GRIP Performance, 140mm (5.51in) travel
- Shifters: SRAM NX Eagle
- Derailleurs: SRAM GX Eagle
- Cranks: SRAM Stylo 6K DUB cranks (1×12)
- Wheelset: WTB ST i30 rims on Novstech D791SB/D902SB hubs
- Tyres: Maxxis Assegai EXO+ MaxxTerra 29x2.5in (f) and Maxxis DissectorEXO+ MaxxTerra 29X2.4in (r)
- Brakes: SRAM Code R 200/180mm rotors
- Bar: Race Face Chester, 800x35mm
- Stem: Race Face Aeffect R, 40mm
- Seatpost: OneUp Components Dropper Post V2, 210mm
- Saddle: SDG Bel Air V3
Transition Smuggler Carbon GX geometry
Unsurprisingly, given they’re stablemates, the Smuggler’s geometry is not far removed from my own Transition Spur, but pumped up a bit.
The head angle isn't outrageous at 65 degrees. The reach on my size large is right in my 470-490mm comfort zone at 485mm.
The seat tube is steep at 78.1 degrees and also reasonably short at 430mm. Even with a more than ample 210mm-drop OneUp post, I’ve got a good 50mm of post under the seal head collar sticking out above the frame.
There’s room to go with even more drop, too, so watch this space.
I’ll be keeping an eye on how the lower stack (625mm) and bottom bracket (340mm) affect my confidence on the downs and won’t be afraid to play with setup to tune performance.
Lastly, the size-specific chainstays are 440mm for the large size and lead to a 1,250mm wheelbase.
| | S | M | L | XL | XXL |
|---|---|---|---|---|---|
| Seat tube angle (degrees) | 79.3 | 78.6 | 78.1 | 77.6 | 77.3 |
| Head tube angle (degrees) | 65 | 65 | 65 | 65 | 65 |
| Chainstay (mm) | 435 | 435 | 440 | 440 | 440 |
| Seat tube (mm) | 360 | 390 | 430 | 460 | 490 |
| Top tube (mm) | 555 | 588 | 617 | 645 | 670 |
| Head tube (mm) | 100 | 110 | 120 | 130 | 140 |
| Bottom bracket drop (mm) | 35 | 35 | 35 | 35 | 35 |
| Bottom bracket height (mm) | 340 | 340 | 340 | 340 | 340 |
| Wheelbase (mm) | 1179 | 1213 | 1247 | 1280 | 1309 |
| Stack (mm) | 607 | 616 | 625 | 635 | 644 |
| Reach (mm) | 430 | 460 | 485 | 510 | 535 |
Why did I choose this bike?
As a rider who loves big natural rides and a trail-centre thrash, I always gravitate towards short- or mid-travel bikes. They’re my comfort zone, where I can push my skillset without feeling over- or under-biked.
Since starting at BikeRadar though, I’ve been keen to progress my riding to a higher level.
A bike such as the Smuggler that I can ride all day but use to build my confidence on more technical, steeper, drop and jump-filled trails, should be just the ticket.
On paper, the geometry looks right up my street. It's not too out there, but with enough gnar-factor to get me into and out of trouble.
I’ll be interested to see how the Horst-link suspension compares to the flex-stay setup on my Spur.
I’m hoping it keeps a lot of the Spur's outrageous speed and tenacity for smashing the pedals, while inspiring a bit more confidence in the steeps and gnar.
Transition Smuggler Carbon GX initial setup
Setting up the Smuggler was straightforward. I trimmed the bars to my preferred 780mm width and set sag in the fork and shock to 20 and 30 per cent respectively.
Using the guide on the lower leg of the fork, this meant 80psi. The shock was set to my body weight, as per Fox’s recommendation, at 180psi.
Rebound was set to eight clicks from fully closed on the fork and six clicks, again from fully closed, on the shock.
Tyres were set up tubeless with the included sealant and inflated to my go-to 22psi front and 24psi rear, ready to hit the trails.
Transition Smuggler Carbon GX ride impressions
I’ve had around four weeks of riding on the Smuggler so far. It’s taken on everything from Welsh trail centres, an uplift at BikePark Wales and my Midlands XC loops to a gravel ride. I don’t recommend you attempt the last of those.
Right from the off, the ride position felt super-comfortable.
My body relaxed into place and felt ready for a day on the trails.
The first pedal strokes revealed a peppy feel under power and the bike accelerates well.
It feels taut and efficient, meaning I haven’t needed to flick the pedal lever to the firm position.
The steep seat angle is proving equally comfortable. You can get centred on the bike or move your weight over the front end to counter any wheel lift on steep ascents.
Traction is pretty good, though it doesn’t feel like the rear wheel is glued to the ground. You don’t quite get that ultra-smooth hover bike effect on rough sections like some bikes with a similar amount of travel.
On descents, I haven’t found the efficient feel through the pedals is a detriment to the bike's capabilities when pointing downwards.
Rattling down the tech trails at BikePark Wales, the suspension soaked up the bigger hits adeptly.
It’s perhaps not quite as plush as I expected; you definitely feel the trail underneath you rather than being isolated from it.
The flip side is it pumps through terrain incredibly well. You can feel the bike accelerate under you through compressions and turns.
The only issue I noticed was the basic Race Face Chester 35 handlebar. While it’s a good shape, and I like to see a named brand, it can feel stiffer than I’d like.
It's great for precise handling, not so much for comfort. I’m going to try my current favourite bar from OneUp to see how this affects the ride in the future.
The geometry feels absolutely spot-on.
The head angle is slack without feeling too floppy on shallower gradients. It absolutely rips round corners, as shown when I top-tenned a berm-infested Strava segment on my local Llandegla test loop.
It also feels stable and confident when airborne.
The only thing that irks me is the price tag and some of the spec choices.
As much as it’s great to see SRAM’s burly brakes fitted with big rotors, the basic R version feels a little stingy. For this price, I’d expect to see the RSC or new Code Silver.
The same goes for the shifting and Fox suspension. The NX shifter detracts from the quality feel of the rest of the drivetrain, especially when other bikes at this price point are coming with wireless AXS componentry.
I’d also like to see the higher-end and more adjustable Fox Performance Elite suspension.
The Maxxis tyres claw back some points though. The Assegai is a grip monster and the Dissector adds some decent speed out back. It’s great to see the tougher EXO+ casing too.
Transition Smuggler Carbon GX upgrades
I’ve been, mostly, very impressed with the Smuggler’s build. I still have plans to switch things up though.
As part of an upcoming video, I’ll be throwing on some wacky hoops from NOBL. These are made of TR35 carbon rims laced to Oynx hubs via Berd Ultra High Molecular Weight Polyethylene (UHMWPE) spokes.
I also have a basically identical set built with regular steel spokes to test them head to head. The drop in rotating mass and claimed vibration-absorbing benefits of Berd’s spoke will be interesting to feel out on the trail.
I may make use of that extra room afforded by the short seat tube. The 210mm OneUp dropper is great, but the brand offers a 240mm dropper post and I may be tempted to see if even more drop is even better.
OneUp’s carbon bar has impressed me massively, so I plan to throw that on the Smuggler, alongside a matching stem and grips.
SRAM’s HS2 rotors might make an appearance to coax some more power from the Code brakes and reduce the lever throw.
Finally, while I recently stated that titanium bolts are the most pointless upgrade you can make to a bike, the lovely folks at Better Bolts are sending me over a full Oil Slick bolt kit. Because I just can’t help my addiction.
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We also use our long-term bikes as test beds for the latest kit, chopping and changing parts to see what really makes the difference – and help you decide which upgrades are worth spending your money on.
These bikes also provide an insight into the team's riding through the year – how they like to ride and where life on two wheels takes them, from group rides on local lanes and trails, to adventures further afield.
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Product
| Brand | transition |
| Price | 6499.00 GBP,5899.00 USD |
| Weight | 14.1000, KILOGRAM (L) - without pedals |
Features
| Fork | Fox 34 GRIP Performance, 140mm (5.51in) travel |
| br_stem | RaceFace Aeffect R, 40mm |
| br_frame | Carbon fibre, 130mm (5.12in) travel |
| Tyres | Maxxis Assegai EXO+ MaxxTerra 29x2.5in (f) and Maxxis DissectorEXO+ MaxxTerra 29X2.4in (r) |
| br_brakes | SRAM Code R 200/180mm rotors |
| br_cranks | SRAM Stylo 6K DUB cranks (1×12) |
| br_saddle | SDG Bel Air V3 |
| br_wheels | WTB ST i30 rims on Novstech D791SB/D902SB hubs |
| br_shifter | SRAM NX Eagle |
| br_seatpost | OneUp Components Dropper Post V2, 210mm |
| br_handlebar | RaceFace Chester, 800x35mm |
| br_rearShock | Fox Float X Performance 210x50mm |
| br_availableSizes | M, L, XL |
| br_rearDerailleur | SRAM GX Eagle |
