First Ride: The New GT Sensor Loses Weight, Gains Travel
It's been nearly five years since the Sensor received a significant update, so it was high time GT revised their 29” trail bike. After all, this is the do-it-all category, the home of bikes that have the widest range of possible uses, capable of tackling everything from technical trail rides to the occasional local enduro race, or even a bike park lap or two.
The Sensor's frame still has that distinctive GT look, but the amount of rear travel has been bumped up to 140mm, a change that's accompanied by revised geometry. The Sensor also now has a shorter travel sibling, the Sensor ST, which has 110mm of rear travel and a 140mm fork.
The Sensor's frame still has that distinctive GT look, but the amount of rear travel has been bumped up to 140mm, a change that's accompanied by revised geometry. The Sensor also now has a shorter travel sibling, the Sensor ST, which has 110mm of rear travel and a 140mm fork.
GT Sensor
• 29" wheels
• 140mm travel, 150mm fork (carbon)
• 130mm travel, 140mm fork (aluminum)
• Aluminum & carbon models
• Weight: 32.7 lb / 14.8 kg (Carbon Pro LE, L)
• MSRP: $2,300 - $5,750 USD
• Carbon frameset: $3,500 USD
• gtbicycles.com
• 29" wheels
• 140mm travel, 150mm fork (carbon)
• 130mm travel, 140mm fork (aluminum)
• Aluminum & carbon models
• Weight: 32.7 lb / 14.8 kg (Carbon Pro LE, L)
• MSRP: $2,300 - $5,750 USD
• Carbon frameset: $3,500 USD
• gtbicycles.com
There are five models in the Sensor lineup – three with carbon frames (except for the chainstays) with 140mm of travel, and two with aluminum frames with 130mm of travel. Prices range from $2,300 USD for the alloy Sensor Comp, and go up to $5,750 for the Sensor Carbon Pro LE pictured above.
Frame Details
A lighter front triangle and the move to carbon seatstays allowed GT to shave a substantial 600 grams off of the Sensor's frame weight. Where the previous version hid externally routed housing underneath a cover on the downtube, the new Sensor has tube-in-tube internal routing, which thankfully doesn't go through the headset.
There's a generous amount of chainslap protection, and I can attest that it works well – the bike I've been riding is very quiet. A full-sized water bottle will easily fit in the front triangle, and the seat tube lengths have been decreased to accommodate longer travel dropper posts.
The Sensor doesn't have any in-frame storage, or even the two bolts that many bikes have under the top tube for attaching a tube or tools. It's also lacking any flip-chips or other methods of geometry adjustment – what you see is what you get. That's not necessarily a bad thing, it just means the geometry isn't as customizable as it is on a bike like Trek's Fuel EX or Specialized's Stumpjumper EVO.
Plenty of room for a water bottle.
The new Sensor uses tube-in-tube cable routing.
Geometry
The Sensor's geometry falls into what I'd call extra-normal-modern. The 65-degree head angle is moderately slack, but not extreme, and the 480mm reach for a size large paired with a 77-degree seat angle is a familiar recipe. Compared to the previous version, the reach is approximately 10mm longer per size, and the seat angle is a degree steeper.
The stack height is fairly high, thanks to the longer head tube lengths, a frame design decision that seems to be gaining ground. I'm a fan of the move towards taller head tubes where it makes sense, since it means taller riders won't need to resort to extra-high rise bars or stacks of stem spacers to get their handlebars into an acceptable position.
It is interesting to see that the chainstay length measures 440mm for all 4 sizes – we've seen more and more companies adopt size-specific chainstays over the last few years.
There's no drain hole around the lower shock mount, so this quickly turns into a swimming pool for slugs on muddy rides.
The TransX Kitsuma lever doesn't seem to be designed with human hands in mind.
Ride Impressions
My first ride on the Sensor was one of those times where everything went right – the sun was shining, the dirt was perfect, and the suspension required minimal fiddling to get it dialed in. I was able to turn my brain off and just ride, a sensation enhanced by the fact that the Sensor is extremely quiet out on the trail.
One good ride is fine and dandy, but there's always the chance that it could be a fluke – seeing the sun after weeks of rain can create addled initial impressions. So I headed out on the Sensor again. And again. And again. Four solid rides in and my conviction is growing stronger that the new Sensor is a good one. It climbs well, with enough support to leave the shock's climb lever alone, and there's plenty of traction even when set up with 25% sag.
On the descents, the suspension does a great job of muting hits of all sizes. The tune on the RockShox Super Deluxe feels ideally suited to the Sensor's kinematics - it's fluttery off the top to take care of the small bump chatter, and then settles nicely into its stroke when dealing with repeated larger impacts. All 140mm of travel is usable without any harshness or severe end stroke ramp up, and it's possible to add or subtract volume spacers to suit a rider's preference.
The Sensor's relatively high stack creates a better position for dropping into steep trails, making it possible to feel very comfortable when gravity takes over. The geometry may be fairly middle of the road, but it's a recipe that works well, and the result is a bike that feels like a familiar, friendly companion almost immediately.
Spec Check
A RockShox Lyrik Ultimate fork, SuperDeluxe Ultimate shock, and SRAM Code RSC brakes are the highlights of the Carbon LE models. Those high-end components all work well and were easy to get dialed in on my first few rides.
There are a few flies in the ointment, though. The first is the TransX dropper post lever – its ergonomics are atrocious, and it's extremely hard to activate even with fairly low cable tension. That'd be the first upgrade I'd make, ideally before even leaving the shop.
For the wheelset, WTB KOM Trail rims are laced to a SRAM rear hub and a Formula front hub. I've had a couple of disconcerting pops come from the hub so far – that'll be something to keep an eye on; I've had mixed experiences with this hub model in the past.
The XO1 derailleur is paired with a GX cassette and shifter; that's not the end of the world, just be aware that on most of the bikes in the Sensor lineup the derailleur is a level above the shifter and cassette – the 'GX drivetrain' on the Sensor Carbon Pro has a NX cassette and shifter.
The $2,600 Sensor Comp is on the way for inclusion in an upcoming Value Field Test – keep an eye out for those reviews later this summer, where we'll dig deeper into where to spend and where to save, and find out if the versatility and easy handling of the Pro LE model carries over to a version that's half the cost.
Models & Pricing
Sensor Carbon Pro LE / $5,750
Sensor Carbon Pro / $4,950
Sensor Carbon Elite / $3,800
Sensor Comp / $2,600
Sensor Sport / $2,300
Sensor ST
Sensor ST Carbon Pro / $5,000
Sensor ST Carbon Elite / $3,900
Author Info:
Must Read This Week
blog.yourdesignjuice.com/2022/09/why-are-logos-getting-simpler
Heart - A designosaur who's too old for this shit.
@TwoNGlenn: Burberry however going back to serifes after their short non serif logochange.
www.lbbonline.com/news/is-burberrys-new-identity-the-end-of-the-serif-wars
Anyway, at least the actual bike look great!
I personally liked the old one, but I understand it was time for an update. I’m just a bit disappointed they couldn’t come up with something a bit more unique. The new one kinda looks like a placeholder, it’s inoffensive but very bland, and doesn’t really represent my positive associations with the GT.
Cannondale’s return to their 90s sans-serif wordmark made a lot more sense. Cannondale is a long, visually complex word that benefits from simplicity, plus most people fondly remember their attractive metallic paint jobs with that logotype from ~20 years ago.
Im not convinced people have the same nostalgia for the 1972 logo GT is apparently reviving. I’ve never seen it, and I can’t even find it with a Google search- Clearly it wasn’t prolific, they moved past it quickly for a reason. I don’t think most people will connect that the new logo is a throwback, it really feels like a cynical attempt to follow the ‘simple sans-serif everything’ design trend, but 5-10 years too late. It’s super rare to have a logo that is just an initial without some attempt to connect or stylize the letters. GT has always been quirky, fun, with a colourful moto/BMX style influence. Those are positive and trending attributes they should be leaning into, not throwing away.
Of
Forty somethings was probably 89-90 vintage
70s style is trending, (films like Knives Out, some teen girl fashion) but you need to have some relevant imagery from that era to pull it off. Ski-Doo and Can-Am spring to mind.
My first MTB was a ~2001 GT Palomar with ‘shocks’ and a steel triple triangle. Ruined a few sets of square taper cranks taking that bad boy off backyard jumps.
Bird frames are excellent deal on any day, but this is a steal, as long as someone's looking at XL or L
Their customer service is also top notch and they can sometimes sort you some discounts on other parts too. Dealing with them is a pleasure
Shimano definitely did the right thing by making Microspline a constant across all their 12speed groups. That said, I can’t help but notice 11 speed Deore (HG) on almost every affordable Shimano mountain bike…
By being late to the 12-speed game Shimano was able to make MS a requirement. That bridge had already been crossed.
I totally agree with you that there’s no real reason any of the hub standards have to cost any more than each other, but I bet you can still find HG hubs for a fraction of the cost. I’m fairly sure Shimano still requires a licence for Microspline, though XD is an open standard. Plus with the shortages, manufacturers have been scrambling for parts all over Southeast Asia from brands we’ve never even heard of.
Their price points are "back to earth" as well so "thumbs up."
Way to go GT
It's the same thing with people at bike parks riding on DH bikes even though they never touch a black trail. Sometimes just being able to say you have a bike capable of those things is enough for people to buy them.
If somebody wants a trail bike just to have a stable and confortable ride,the only way is carrying around 5 extra pounds because if the bike has a certain geometry and light components/frame,somebody might take it to the bike park,break it and want a new one.
You can buy new 140/130mm , 27.5” bikes with carbon wheels, carbon frames, long droppers, etc. for under $6k.
They weigh under 30lbs with pedals, solid enduro wheels and XT drive trains…
Ibis mojo 4.
I agree that not everyone needs a long travel enduro bike with heavy tires for their average ride. Far from it. But most people can only afford one mountain bike, so we have to make a choice: Would you rather lug around a little extra weight and have a bike that's able to ride anywhere when your friends call, even the scary black diamond stuff? Or would you rather have a zippier bike on mellower trails, even if it means you have to nurse your bike down more spicy terrain? I vote for the heavier compromise, but you seem to prefer the zippier one. For the longest time, the trail bike market shared your world view and sub 30 pound bikes were the norm. Unfortunately for your preferences, it seems like the market favors my world view right now. Don't worry, it's the bike industry. Things always come around.
So competitive cyclist is currently selling an SLX for $4,100. When I bought mine, around Christmas 2022, they were selling the XT’s for $5,000.
Add $800 for a carbon wheel upgrade and your under $5k and $6k respectively.
I would argue that bikes have gotten heavier to reduce warranty returns. When it comes to business, it’s always about the money first, 2nd, 3rd, 4th etc.
My old bike was an enduro-ish beast, that wore me out climbing on it all day long, and often left me too tired to really enjoy the dh’s.
Yep, I’ve got a dh bike too for the ski resort days.
As for the lightweight trail bike, it’s pretty good for my area, since ibis is fairly local to where I live. I tried a lot of different bikes before deciding on it, including full on 29”
Enduro, down country, bigger travel trail,( 4 different brands) etc.
I now have a bike that I can ride all day long, up, down, and everything in between. The longer I spend in the forest, the better my day is.
Your mileage may vary.
is any other modern bike like this, where the alloy version is a completely dulled version of the carbon?
The flex stay design just isnt possible with the Alloy so i would exclude the SJ from this.
The post has been reliable but the lever is junk.
I have a 2019 Sensor Expert, which I bought from a shop in QC. Lately, I have seen some of their higher end MTB on the SportChek website...wondering if they will show up there...
I hate this so much. Would much rather have an e13, X01, or garbaruk cassette with a cheaper dérailleur, crankset, and shifter
Who would choose the 110mm and why?
Can both the 110mm and 140mm be setup as XC bikes and go head to head?
( I prefer the normal logo !
Full yellow with blue logo would be much better... ! )