E-MTB novelty 2023: Giant Trance X E+ Elite - Light e-bike with full motor power
Adrian Kaether
· 21.03.2023
Contents:
There are few things that Giant is more proud of than its motors. The hardware of the Syncdrive drives comes from development partner Yamaha. However, the software, connections, batteries and remote are the work of the Giant developers and give the bikes their own character. It is therefore hard to imagine that the first light e-MTB from Taiwan with a different drive, for example from Fazua or TQ goes to the start.
And that's not the case. With the new Light E-MTB, whose full name is Giant Trance X Advanced E+ Elite, Giant is also committing to full motor power for the Light E-MTB and is also installing an unthrottled motor in the brand's first Light e-bike. Syncdrive Pro 2 drive with up to 85 Newton metres and peak power of around 500 watts. The drive is powered by a permanently installed battery with 400 watt hours. The top model weighs just under 20 kilos when ready to ride and is therefore almost three kilograms lighter than the normal top model of the Trance X Advanced E+ with removable 625 battery.u, but unfortunately also significantly more expensive.
The Giant Trance X E+ Elite at a glance:
- Motor: Giant Syncdrive Pro 2 (85 Nm)
- Battery: 400 Wh permanently installed, range extender with 200 Wh optional (€599.90)
- Frame: Carbon
- Suspension travel: 150/140 millimetres
- Wheel size: Mullet (29 inch front, 27.5 inch rear)
- Price: three models between 6799 and 12999 euros
- Weight: 19.61 (top model, EMTB measurement)
- Fox Live-Valve and own handlebar stem unit in top models
- Sizes: S, M, L, XL
400 watt hours permanently installed: The new battery of the Giant Trance Elite
According to the developers, the main challenge in the development of the Giant Trance Elite was to deliver unbridled motor power even with a small battery. The new 400 series battery therefore relies on the new 22700 Panasonic cells, which have recently also been used in Giant's 800 series battery. These cells are said to deliver particularly consistent performance, even at changing temperatures, and have a clear advantage over older cells in other batteries.
However: Rotwild offers a similar concept of a small battery and full motor power with its 375cc bikes. As far as we know, commercially available cells are used in the battery without any loss of performance. The battery can also be easily removed here, whereas it is permanently installed on the Giant. After all, the range of the Giant can be extended by 50 per cent with the optional range extender (€599.90). This means that the Trance Elite is either a light eMTB with full power for the home round or a somewhat heavy bike for long tours. If you want to cover a lot of metres in altitude, you'll probably still have to be pretty economical with the battery.
On the motor side, the Trance X Elite relies on the well-known Syncdrive Pro 2 based on Yamaha's PW-X3 with up to 85 Newton metres and around 500 watts of peak power. This motor shines above all with its particularly short idle travel and direct response behaviour when setting off. In addition to the normal support modes, there is also an automatic mode that is specially designed for the Trance X Elite.
With the Giant Trance Elite, the app associated with the motor has also been updated. This no longer just allows you to set the support level as a percentage, but now also offers the option of fine-tuning the response behaviour and torque separately for each support mode.
Shorter chainstays and wheel mix: the geometry of the Giant Trance Elite
As light and manoeuvrable as a mountain bike without a motor - that is the central promise of light eMTBs, for which you have to accept compromises in terms of range. The Giant Trance X E+ Elite has the shortest chainstays of all Giant/Yamaha bikes at 448 millimetres.
The steering angle of a rather steep 66 degrees and the compact wheelbase of 1245 millimetres also set the tone for playful handling. The seat angle (76 degrees) and the rather low bottom bracket are modern, while the reach of 473 millimetres in size L is moderate. The geometry can be adjusted even more smoothly using the flip chip in the shock rocker. This flattens the steering angle by more than half a degree, the bottom bracket moves slightly lower and the chainstays and wheelbase lengthen minimally.
Electronics offensive: Fox-Live-Valve and more in the Giant Trance Elite
As with the normal Giant Trance X E+ with full battery size, Giant also relies on the electronic Live Valve suspension from Fox for many Elite models. This uses several sensors to register the current situation of the bike and adjusts the suspension damping accordingly. In principle, the suspension is in firm mode to avoid unnecessary bobbing, and the damping is opened up at lightning speed in the event of larger bumps, depending on the setup.
The rear triangle of the Giant Trance Elite is a classic Maestro design, which has been tried and tested by Giant for a long time. In addition to the electronic suspension, the most expensive models also use electronic shifting components from Sram. The top model also relies on electronic measurement of tyre pressure via Quarq air pressure sensors on both valves.
Contact SLR Trail: Handlebar-stem unit with adjustment options
In addition to the many electronic components on the top model, the new Giant Contact SLR handlebar/stem unit is striking. This also saves around 80 grams or around 20 per cent in weight compared to a classic stem solution with carbon handlebars. However, lightweight construction is only one advantage of the new handlebar-stem unit.
More importantly, with 42 percent more flex than a classic aluminium handlebar and 16 percent more than a carbon handlebar, the handlebar-stem unit should provide a significant increase in riding comfort. In addition, Giant has significantly limited the disadvantage of classic handlebar stem units in terms of flexibility with its own spacer and stem design. The rotation of the handlebars can be adjusted using special spacers. The stem length itself can also be selected between 40, 45 and 50 millimetres using spacers without having to replace the entire cockpit.
From 6799 euros: The Giant Trance Elite models
Let's start with the Trance X Advanced E+ Elite 2 for 6799 euros. This bike already has the full carbon frame of the top model, Fox performance suspension and SLX-level components from Shimano. Unfortunately, the cheapest model, the Giant Trance X Advanced E+ Elite 3 with aluminium rear triangle, will not be available in German-speaking countries.
From the mid-range Trance X Advanced E+ Elite 1 model for € 9999, you get Fox's electronic Live Valve suspension and the new Contact SLR carbon handlebar stem unit, as well as the company's own high-quality carbon wheels. Gears are shifted with the electronic Sram GX AXS. The top model also comes with Live Valve suspension and handlebar stem unit for 12999 euros. In addition to the X01 AXS drivetrain, special features include the special carbon wheels from Zipp, which are designed to offer particularly high traction and comfort with rims without hollow chambers. The Quarq Tirewiz sensor on the valves monitors the air pressure and sounds the alarm if something is wrong.
As usual, the Giant Trance X E+ Elite will also be available in a women's version from sister brand Liv. In addition to parts and colours, the geometry is usually also specially adapted here. The Liv Intrigue X Advanced E+ will be available in three models between 5999 and 9999 euros. The entry-level price is therefore slightly lower than the Giant Trance X Advanced E+, as the cheapest model with aluminium rear triangle will also be available from Liv in German-speaking countries.
Giant Trance X Elite test: How the new light bike rides
When you mount the bike, you immediately notice it: The new Trance Elite is also a typical Giant. In Turbo mode, the motor twitches impatiently with the cranks at the slightest pressure on the pedals and shoots uphill with almost no idle travel. The riding position is clearly sporty. After switching on, the motor is in automatic mode by default and pushes the Giant forwards with full e-power when you pedal hard. This is fun on the climbs, but in view of the small battery, it is better to throttle back the drive a little on our test bike if more than a short spin is on the agenda.
In terms of reach height, the Trance Elite has the same cells in the battery and the identical motor, with slightly more than half the reach height. Reach height of classic Giants with 800 battery. In our standardised climbing test with a 90 kg rider and no flat sections, the Elite should climb around 850 metres at full speed, which would put it roughly on a par with competitors like Red Deer R.X 375. In our standardised test at full power, it managed to climb 813 metres in altitude; in a range comparison with reduced power typical for Light and the same rider weight, we were able to climb 1285 metres in altitude with the Rotwild.
In plain language: If you want to break the 1000 metres of altitude with the Giant, you have to save battery power. So instead of the powerful automatic mode, select one of the modes that can now be freely configured via the app in terms of torque, support power and response behaviour, and off you go uphill. The Giant offers five support levels plus automatic mode, which is a particularly good choice for a light bike with a large motor. This allows you to select three or four Light-U levels and still select full power if required. However, you should be careful here, and not just because of the battery. The high motor torque on the Trance Elite can easily lead to a rising front wheel due to the shorter chainstays. Neither the sporty riding position with a lot of pressure on the front nor the electronic Live Valve suspension high in its travel can do much to change this.
And speaking of Live-Valve: Fox's electronic suspension, which is fitted to the two more expensive Elite models, divided opinion among riders, as it had in previous tests. Basically, the suspension is in closed mode on the climbs, which feels a bit like the platform or climbing mode of conventional suspension with lockout. The suspension is not completely closed, but is firm. Only on larger bumps - which can be set via the app - do the suspension elements immediately open the damping and absorb the bumps more comfortably. This works very reliably in practice, but the ride still feels firm. Even if the Live-Valve is clearly trimmed towards comfort via the app.
Taut, sporty, defined: The Giant Trance X E+ Elite downhill
On the descents, this firm ride feel becomes the character-defining feature of the Trance X E+ Elite. Even in the steepest of the two geometry settings, the Giant is not as explicitly playful as some other light candidates, but it is extremely precise, lively and defined. It is easy to pull into the manual or into the air and willingly throws itself from bend to bend. Driving fun is guaranteed! Unfortunately, the engine rattles a little from the gearbox, but the cables and chain are well stabilised downhill.
We also liked the sensitive rear suspension, which gives the Elite a bit of confidence in rough terrain. Especially when braking, the Maestro system doesn't stiffen up and gets the maximum braking traction from the Rekon at the rear, which is actually too weakly profiled for this bike class. However, the bike is definitely more of a trail bike than an enduro bike. The steep head angle and moderate wheelbase are not designed for a smooth ride, and we found the Live-Valve fork with Fit4 damping to be rather insensitive and stiff on the downhills. At least in direct comparison with the Grip2 version, which we rode in another test bike for comparison. This is not ideal for rough descents and led to aching forearms even on moderate terrain. Outside of real enduro terrain, however, the defined and lively ride feel and the low noise level are impressive and leave a very high-quality impression overall.
Conclusion by Adrian Kaether, Editor EMTB
The Giant Trance X E+ Elite is the sports car among E-MTBs. Full motor thrust and a lively, firm, not very comfortable ride. It's fun to ride on the trail, cornering willingly, with great agility and precision, although the weight doesn't exactly impress in a light comparison. A Giant-E-MTB has never been so manoeuvrable! The option of full motor power gives the bike a special touch, but also requires careful battery management. If the battery could be changed, it would give the concept more room for manoeuvre. A luxury that some competitors with a similarly heavy drive can offer without sacrificing weight. Nevertheless, the special, sporty ride feel makes this a successful debut for Giant in the light category.
Adrian Kaether
Editor
