Wil reviews the 2024 Giant Trance X
The last Giant Trance X was released in 2020 during the early days of an unprecedented pandemic-induced bike buying boom. Back then almost anything with two wheels would sell out almost instantly, and indeed the Trance X proved to be a popular option right off the bat.
However, our experience with the carbon model was somewhat overshadowed by the Fox Live Valve suspension. It wasn’t particularly well tuned for the bike, especially the fork, which made for a harsher ride than expected. Luckily for us we were also able to review the alloy version with a regular fork and shock, and came away thoroughly impressed with its plush ride quality and efficient pedalling manners.
Looking to build upon that platform, Giant has introduced a totally redesigned Trance X for this year. There’s no Live Valve in sight, but instead a whole suite of changes that are likely to boost this do-it-all bike’s appeal.
To find out how all the changes play out on the trail and how it stacks up against the competition, we’ve been testing the Giant Trance X on home turf over the past couple of months.
Watch our video review of the 2024 Giant Trance X:
Factoring in those geometry, wheelsize and travel options, the Trance X offers no fewer than 27 different configurations. Wowsers!
An overview of the Giant Trance X
Sandwiched between the Trance (the 130/120mm travel mile muncher) and the Reign (the 170/160mm travel enduro racer), the Trance X is the versatile all-rounder of Giant’s full suspension lineup. It splits the difference with a 150mm travel fork and 140mm of rear travel, and it comes from the factory with dual 29in wheels. The frame is also compatible with a 27.5in rear wheel should you wish to set it up as a mullet.
Giant manufactures the Trance X in carbon and alloy versions, both of which feature the Maestro dual-link suspension design. This includes an intricate one-piece rocker link that’s made from compression-moulded carbon fibre. It drives the trunnion-mounted shock via two cartridge bearings, while the bottom eyelet pivots around the same hollow axle as the lower linkage.
You’ll find a three-position geometry flip chip in the seatstay pivot as well as a nifty reach-adjustable headset. Along with its downtube storage, the Trance X is a fully-featured mid-travel trail bike that’s ready to do battle with the latest Specialized Stumpjumper 15, Canyon Spectral, Merida One-Forty and Trek Fuel EX.
Giant Trance X geometry & size chart
Aside from a 1° slacker head angle, there haven’t been a heap of changes to the geometry of the new Giant Trance X. Really the main update here is its enormous range of adjustability.
The flip chip in the rocker link comes set up in the Mid setting, while a second set of offset chips provide you with access to the Low and High settings. This allows you to adjust the BB height by up to 10mm and the head angle by 0.7°.
You can also adjust the reach using the modular headset cups. Neutral cups are fitted from the factory, with an additional set of offset cups delivering the -5mm (Short) and +5mm (Long) positions. All of these cups and flip chips are included with the bike, which is great to see.
As mentioned earlier you can set up the Trance X as a mullet with a 27.5in rear wheel. Giant recommends you do this with the flip chip in the Mid or High setting. It is technically compatible with the Low setting, you’ll just have a very low BB.
Furthermore, the frame is rated for use with up to a 160mm travel fork. It’s also possible to increase rear travel to 145mm by extending the shock stroke to 55mm. However, Giant only recommends doing so with a 27.5in rear wheel in order to provide the necessary tyre clearance at full bottom out.
Factoring in those geometry, wheelsize and travel options, the Trance X offers no fewer than 27 different configurations. Wowsers!
Giant Trance X price & specs
There are five Giant Trance X models available this year with prices starting at $4,699 AUD for the alloy Trance X 1.
Irrespective of price or frame material, all of them feature the same downtube storage, three-position geometry flip chip and reach-adjustable headset. You’ll also find Fox suspension, Shimano brakes, and Giant’s new Contact AT dropper post fitted to each model.
The bike that we’ve been testing sits one step down from the top. It’s the Giant Trance X Advanced 1, and the current price on this is $9,499 AUD.
2024 Giant Trance X Advanced 1
- Frame |Advanced Grade Composite, Maestro Suspension Design, 140mm Travel
- Fork |Fox 36 Performance Elite, GRIP2 Damper, 44mm Offset, 150mm Travel
- Shock |Fox Float X, Performance Elite, 185×52.5mm
- Wheels |Giant TRX Carbon, 30mm Inner Width
- Tyres |Maxxis Minion DHF EXO 3C MaxxTerra 2.5in Front & Dissector EXO 3C MaxxTerra 2.4in Rear
- Drivetrain |SRAM GX Eagle AXS Transmission 1×12 w/30T Alloy Crankset & 10-52T Cassette
- Brakes |Shimano XT 4-Piston w/203mm Front & 180mm Rear Rotors
- Bar |Giant Contact SL TR35, Alloy, 20mm Rise, 780mm Width
- Stem |Giant Contact SL, Length: 40mm (S-M), 50mm (L-XL)
- Seatpost |Giant Contact Switch AT, 30.9mm Diameter, Travel: 110-140mm (S), 140-170mm (M), 1700-200mm (L-XL)
- Saddle |Giant Romero SL
- Weight | 14.12kg
- Price |$9,499 AUD
Rather than being a shrunken-down enduro brawler, as we often see in this travel bracket, the Trance X exudes a well-rounded demeanour that makes it a properly versatile all-rounder.
Sizing & fit
At 174cm tall I went with a Medium size for the Giant Trance X. The contemporary geometry sees it feature a healthy 460mm reach and a steep 77.2° seat tube angle. Matched to a stubby 40mm stem, the co*ckpit is compact and upright with plenty of headset spacers to lift up the bars as needed.
Aside from trimming the bar width to 760mm, all the contact points have been fine for me including the Giant-branded saddle and lock-on grips. It’s good to see a 170mm dropper post on our Medium size test bike, and the ability to reduce the travel by up to 30mm will be useful for shorter-legged riders. I also like Giant’s new remote, which has a nice paddle shape and is able to mount directly to a Shimano or SRAM brake lever while still providing a decent amount of adjustability.
Suspension setup
Giant recommends 30% sag for the shock on the Trance X, which works out to be 15.7mm of displacement at the O-ring. It is possible to run less sag if you’re chasing a firmer platform, but I found 30% sag provided a more settled feel to the back end.
165psi of pressure worked well to support my 68kg riding weight. The Float X comes with a 0.4³ volume spacer from the factory, which gives you plenty of options for fine-tuning the progression should you wish for more or less ramp-up. I set the rebound dial halfway (7/14 clicks) and ran the low-speed compression damping between halfway and fully open, depending on the terrain. You also have a two-position compression lever that allows you to switch between Open and Firm settings.
With plenty of experience with the Fox 36 GRIP2 fork I set it up as per usual with 70psi and two volume spacers inside the air spring. The setup guide gives you a good place to start, and I find I’m generally only a click or two lighter for the compression and rebound settings.
Giant Trance X weight
Confirmed weight for our Giant Trance X test bike is 14.12kg without pedals and with the tyres set up tubeless. While it is heavier than the last carbon Trance X we tested, I reckon it’s on the money these days for an all-round trail bike equipped with a SRAM GX Transmission, Fox 36 fork and piggyback shock.
On the topic of weight, it’s worth noting that with the addition of downtube storage the new Trance X frame is actually heavier than old version by around 200g. According to Giant, the carbon frame weighs 2,824g including the Float X. That puts it into a similar zone as the Scott Genius HMX (2,789g) and Specialized S-Works Stumpjumper 15 (2,950g), though it is a lot lighter than the Trek Fuel EX (3,400g).
Also helping to get the total weight down is Giant’s new TRX Carbon wheelset. These look beefy with their huge outer width and 5mm thick sidewalls, but actually came in at a respectable 1,883g on the workshop scales. Tubeless tape and valves are fitted from the factory, and Giant even includes sealant with the bike to make the process as easy as possible. More of this please bike industry!
The wheels are wrapped with relatively lightweight EXO casing tyres from Maxxis with a Minion DHF (1,067g) on the front and a Dissector (961g) on the rear. Given the track record of my local trails for destroying tyres and rims, I fitted a CushCore Pro insert in the rear wheel. Tyre pressures have varied from 20-22psi up front and 23-25psi out back, depending on the terrain.
What do we dig about the Giant Trance X?
Plain and simple, the Giant Trance X is just a really good trail bike. Rather than being a shrunken-down enduro brawler, as we often see in this travel bracket, the Trance X exudes a well-rounded demeanour that makes it a properly versatile all-rounder.
It’s sprightly and energetic, with the Maestro platform delivering an efficient pedalling performance that helps to maximise power transfer. It isn’t quite as snappy as the previous model, but there’s still minimal pedal bob with the shock in the Open position. As such, I found no real need to flip the blue compression lever, even on the road commute to and from the trailhead. Along with the stiff carbon wheels and quick-rolling tyres, the Trance X zips along undulating singletrack with plenty of enthusiasm.
Heading uphill, the suspension remains stable and calm. The steep seat angle no doubt assists here, offering a commanding position that places much of your weight over the BB. I actually measured the effective seat tube angle closer to 78°, which I expect is due to my saddle height being on the lower side. Longer-legged rides will find the effective seat angle slackens out as the seatpost is extended further out of the frame, though shunting the saddle forwards on its rails should help to mitigate this.
It’s worth noting that the Trance X’s chainstays aren’t the shortest out there, with the rear centre length coming in at 439mm. However, I found this delivered well-balanced weight distribution on our Medium size test bike. It certainly offers a planted feel when heading up steeper gradients, and combined with the low gearing and dual 29in wheels, the Trance X has proven to be a very effective climber.
Maestro magic
What I love about the updated Maestro suspension design is how it manages its efficiency while remaining active on rougher and more technical trails. Even when you’re really putting the power down there is plenty of rear wheel grip available.
This was very much Giant’s intention, with the new Trance X featuring a lower anti-squat value compared to its predecessor. There’s less stiffening under chain torque, allowing the rear end to generate more traction on the climbs. Along with the trunnion bearing mount, which helps to reduce initial stiction, the shock offers fantastic small-bump sensitivity. It’s supple across rocky and rooty trail surfaces, with a floaty ride quality when pushing at speed down chunky descents.
No, the rear end isn’t as outrageously plush as the Stumpjumper 15 with its custom GENIE shock. It is better at isolating you from the trail than the Spectral and Fuel EX however, both of which are notably less compliant overall.
The Float X shock is well-tuned for the application, offering a predictable feel throughout with little wallowing. Combined with the superb 36 GRIP2 the suspension is reactive and delivers plenty of high-speed control, elevating your confidence levels when pointing down fast and rowdy descents.
I felt no need to play around with volume spacers, being able to use all the available travel while still enjoying plenty of support on hard landings. This is a combination of the Maestro platform’s linear-progressive leverage rate and the shock’s thick bottom-out bumper, both of which ensured that I never once noticed hitting full travel.
Chip flippin’
While the Giant Trance X is a great bike out of the box, there is plenty of performance to tap into by making use of its in-built adjustability. Indeed the flip chips have a noticeable affect on handling and weight distribution, which makes them very much worth experimenting with.
They’re well made and easy to adjust, with only a 5mm hex key required to switch the chips in the rocker link. The High setting lifts the BB by 5mm and sharpens the head angle to 65.1°, making you feel a little more perched on top of the bike. I found the added ground clearance was a boon on steep and technical climbs, and the steering was also more responsive through twisty singletrack.
I then rode the same test loop in the Low setting, which dropped the BB by 10mm and slackened the head angle to 64.4°. I immediately felt more in-the-bike, though it did result in a few extra pedal strikes on the way up. That was offset by improved stability at speed and a calmer feel when heading back down the mountain. The added wheel flop also helped to initiate turns, and being lower to the ground made the whole bike feel more planted when railing through corners. After some further experimentation, I ended up leaving the chip in the Low setting for the remainder of the test period.
Reach adjusting
Adjusting reach is a bit more involved since you have to remove the fork in order to pull out the headset cups. No special tools are required however, with the cups pressing in by hand and remaining snug thanks to rubber O-rings.
Combined with the flip chip, the headset cups allow you to adjust the effective reach by up to 18mm. That’s a huge range, and it’ll be particularly beneficial for riders who might find themselves between frame sizes.
With the +/- 5mm offset cups fitted, I went out for another round of back-to-back testing. The most noticeable change is the seated riding position, which obviously lengthens or shortens depending on the orientation of the cups. Weight distribution is also impacted, with the front wheel sitting further ahead in the +5mm position. This meant I had to more consciously stand up and lean forward to keep the front tyre driving into the dirt, especially through flat turns. The reward was even greater stability on the descents, with the longer wheelbase feeling more planted all-round.
However, it was with the cups in the -5mm position where everything clicked into place for me. I was able to adopt a more natural riding position, and the handling felt intuitive across the entire loop. This wasn’t a huge surprise, as the 451mm reach is right around my personal preference.
Though I’ve since left the bike with the respective flip chips in the Low and Short positions, I should reiterate how quick and easy it is to change them. This opens up the real possibility of adapting the geometry to suit different trail systems, or even other riders if you’re lending your bike to a friend, which is pretty cool.
What didn’t we like?
For all-round trail riding, it is difficult to find any serious flaws in the Giant Trance X.
Heading down much steeper descents, unsurprisingly I encountered a few bum-kisses from the big 29er rear tyre. Fitting a 27.5in rear wheel would provide more clearance, and that’s something that shorter folks on the Small and Medium sizes should consider trying out if they have the opportunity.
On the note of wheelsize I do think it’s a shame that the Trance SX model isn’t available in Australia. That bike comes standard with the mullet setup and the longer travel configuration (160/145mm), which I imagine plenty of riders would be into.
I say this because in its stock configuration, the Trance X isn’t quite as planted as the Stumpjumper 15 or Spectral. The frame isn’t crazy rigid, certainly not compared to the carbon Fuel EX, which is one of the stiffest trail bikes I’ve ridden. That’s not necessarily a bad thing, as I’ve found the Trance X to be more forgiving on rocky terrain and better at holding a line through off-camber turns.
You could improve grip and big-hit control further by extending the fork and shock travel, which is something we’ll be experimenting with in an upcoming long-term review.
I would also suggest that heavier riders and those pushing the limits on rocky terrain will benefit from fitting tyres with thicker casings and more aggressive tread. While the supple and fast-rolling EXO tyres are admittedly a good match for the sprightly Trance X, they are easier to puncture and can struggle to grip in loose or wet conditions. I ended up fatally slashing the sidewall of the rear tyre on a particularly sharp rock, hence why you’ll see an EXO+ replacement in some of the photos.
Room for improvement
Outside of the spec, there are a couple of details that we think could be improved on the Giant Trance X.
While the cables and brake hose are secured at their entry ports and alongside the internal storage hatch, they’re still free to slap against the carbon walls just behind the head tube. A competent home mechanic will find it easy to fit foam insulation tubes to dampen down that cable clatter, though Giant really should be doing this from the factory.
I also noticed some drivetrain noise on our test bike, which turned out to be from the chain slapping the frame just behind the chainring. This exposed section is due to the chainstay protector being too short, and that’s allowed the chain to chip away at the paint. I’ve since wrapped it with some rubber tape, but I’m puzzled how Giant let this issue get to production in the first place.
As with the Trance and Reign, I’ve not been overly impressed by the downtube storage on the Trance X. The main issue is the narrow opening that makes it quite tricky to fit a conventional tube using the provided soft pouch. You’ll really need a lightweight tube to make it work, and you can forget about trying to fit a pump or any bulky tools.
The ‘microwave dial’ mechanism is quite prominent, especially compared to the discreet low-profile levers found on a Specialized or Trek. There’s also noticeable play between the hatch and the frame, resulting in an annoying rattle when the cage is loaded with a full bottle.
Personally speaking, I’m a-ok with fitting all the necessary tools and spares to the bottle cage and top tube accessory mount anyway. But if Giant is going to insist on making its frames heavier with downtube storage, I’d really like to see a larger opening and a more refined closure system to justify it.
Component highs & lows
In terms of the overall parts package, the Giant Trance X Advanced 1 is reasonably well-appointed for the $9,499 AUD asking price. Compared to other store-bought bikes, its spec compares favourably against the Specialized Stumpjumper 15 Comp ($8,900 AUD), and it’s pretty similar to the Merida One-Forty 8000 ($8,999 AUD) and Trek Fuel EX 9.8 ($8,999 AUD).
On the topic of price, I think you’d have a hard time justifying the extra cash for the top-end Trance X Advanced 0. Aside from the upgrade to a SRAM X0 Transmission, you’re largely paying for the flashy Kashima coating and a one-piece carbon bar and stem. Personally I prefer the two-piece bar and stem on our test bike, and you’re otherwise getting a very similar spec with identical fork and shock dampers, Shimano XT brakes and the adjustable Contact AT dropper post.
The same TRX Carbon wheels are also found on both bikes. These feature Giant’s own TRX HE hubs with a 6-pawl freehub mechanism that delivers 72 engagement points in a loud and buzzy manner. On the trail I’ve found the TRX Carbon wheels to be quite stiff, translating to notable feedback across rocky rubble. They’re very responsive when you’re on the gas or hooking into a sharp berm, but lighter riders who appreciate a compliant set of wheels are likely to find these on the harsher side.
While they have shrugged off some horrible direct strikes, the rims are showing a lot more grazes and gouges than I’d expect. It’s difficult to say definitively, but the huge 40mm outer width does put the rim walls further into the firing line. That’s especially the case with the narrower 2.4in Dissector out back.
As mentioned earlier, those who are hard on their gear will want to fit burlier tyres to the Trance X. Shorter crank arms may be worth considering too, since the BB ends up pretty close to the ground with the geometry flip chip in the Low setting. I was able to adapt to it, though I wouldn’t be opposed to having the same 165mm crank arms that come on the Small size.
While we’re in that area, it’s worth acknowledging that some folks may be turned off by the press-fit BB shell. That’s because it requires a bigger and more expensive tool to remove and install the BB cups compared to a good ol’ fashioned threaded BB. On the plus side, we’ve had great durability experience with SRAM’s DUB press-fit BBs. These utilise steel cups that double up as the outer bearing race, and they’re well sealed from the elements. The 92mm wide BB shell also makes sense from an engineering perspective, particularly as you don’t need to bond in an additional metal sleeve.
Giant Trance X vs Specialized Stumpjumper 15
The Giant Trance X has had the unenviable task of following up from one of the best trail bikes I’ve ridden; the Specialized Stumpjumper 15.
Also new for this year, the Stumpjumper 15 is equipped with a 150mm travel fork and 145mm of rear travel. Most models and sizes come with dual 29in wheels, though the frame is mullet compatible. Unlike the Trance X however, you’ll need to purchase an aftermarket linkage should you wish to change wheelsize.
Of course the big story is its unique Fox-manufactured GENIE shock. This features a patented dual air chamber design that drastically shrinks the available volume as you push into the final 30% of the stroke. The result is huge bottom-out support, albeit with a remarkably plush and sensitive feel for the majority of the travel.
In my experience it’s the suspension performance that presents the biggest difference between the two bikes. The Stumpjumper is considerably plusher with its FSR platform providing a neutral feel under pedalling and braking. The rear end gobbles up square-edge hits with ease and generates huge amounts of traction on loose and rocky trails while still being able to soak up hard landings. The result is more of an enduro bike ride quality on the descents, allowing you to charge surprisingly hard and fast.
Along with the carbon frame, slick SWAT storage and in-built geometry adjustments it’s an impressively refined package, albeit one that commands a premium price. At the time of writing the cheapest Stumpjumper sells for $8,900 AUD. That bike comes with a Fox 36 Rhythm fork, alloy wheels and a SRAM S-1000 Transmission, all of which contribute to a heavier weight (14.87kg claimed). Of course there are several other spec options available, including a more radical coil-sprung Öhlins model. Check out our Specialized Stumpjumper 15 review for the full story.
In comparison, I’ve found the Trance X to feel more sprightly and energetic overall. It’s the better climber out of the two with the Maestro linkage offering an efficient platform that stays higher in its travel under pedalling inputs. It still provides loads of grip both up and downhill, though it can’t dispatch bigger hits quite as effortlessly.
Both are otherwise highly competent trail bikes that handle intuitively across a wide variety of terrain. Indeed with my current Low/Short setup on the Trance X, the geometry is very similar to the size S3 Stumpjumper. That includes the head angle (64.4° vs 64.5°), the seat angle (76.8° vs 77°), the reach (451mm vs 450mm) and the BB drop (40mm vs 38mm). The Stumpjumper has slightly shorter chainstays and the stack is a smidge higher, but overall there’s little separating the two bikes.
Factoring in the better spec, and the much cheaper starting price thanks to the alloy models, it would be difficult to argue with the level of performance the Trance X offers for the money.
Flow’s Verdict
While not exactly a radical change-up, the new Giant Trance X offers some welcome refinements over the previous version.
The updated geometry and suspension design have biased it a little further toward descending, with a greater emphasis on all-round traction and control. Giant’s Maestro platform still provides an impressively efficient pedalling platform that keeps the Trance X feeling enthusiastic on the climbs, and the top-notch Fox suspension ensures you have plenty of grip and support on the way back down.
We reckon there’s room for improvement when it comes to the internal storage and chainstay protection, but the frame is otherwise well finished. The addition of the three-way flip chip and modular headset cups brings useful geometry adjustment, and combined with mullet compatibility and the option to increase travel front and rear, there’s a myriad of possibilities for customising the Trance X to your preferences.
Factoring in the solid build kits and a broad range of price points, the Trance X is no doubt an appealing all-rounder that will impress with its sprightly handling and versatility.
If you’re keen to hear how it performs with the extra travel and mullet setup, be sure to stay tuned to the Flow website for our long-term review. We’re looking forward to spending more time on this one, it’s a ripper!
Factoring in the better spec, and the much cheaper starting price thanks to the alloy models, it would be difficult to argue with the level of performance the Trance X offers for the money.
