For the price, Polygon has put together an impressive set of accessories. Suspension is handled by a Fox 38 Performance fork with grip damper and a 230 x 65mm Float X2 shock. SRAM Code R brakes with 200mm rotors help keep speed in check, and Shimano takes care of the shifting via XT derailleur, SLX cassette and XT cranks. Unfortunately, these cranks are 175mm long, which may not be ideal for riders in rocky terrain. Wide 2.6-inch Schwalbe Magic Mary tires are mounted on 35mm internal width Entity rims.
• Wheel size: 29 inches
• Stroke: 170mm
• Aluminum frame
• 63.5 degree head angle
• Seat tube angle is 77 degrees
• 435 mm chains
• Sizes: S – XL
• Weight: 17.8 kg / 39.25 lbs (size L)
• Price: $3299
• polygonbikes.com
It all adds up to 39.25 pounds (17.8 kg) – Colossus seems like a more fitting name for these numbers.
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The Giant’s frame is noticeably thicker; Everything from the front shock mount to the double-arch swingarm felt built to last. These connections and shock location take up some valuable water bottle space, meaning only a “regular” sized bottle will fit in the front triangle. However, it’s better than nothing. There are no frame bins or accessory mounts. If the rumors of a next-generation SRAM drivetrain are correct, the universal derailleur is another missing feature, making it a must-have.
There is a ribbed strut guard, although it is a little tight, providing more coverage to the front of the chain to help prevent paint chipping from the chain. The brake, trailer and dropper post lines are directed inward, although there is nothing inside the frame to stop them from rattling—thankfully I didn’t notice much rattling on my test bike.
It’s good to see a Colossus outfitted with a chain guide and bumper, as mashing a chain is a great way to stop a race. There’s also a frame guard at the bottom of the downtube to keep it safe from flying rocks or truck gates.
Engineering
Most of the giant’s geometries are fully consistent with the standards of the genre. Fork head angle is 170mm at 63.5 degrees, reach is ample at 480mm, and seat tube angle is 77 degrees. The chainstays are on the short side at 435mm—they don’t change with each size, a practice more and more companies are adopting.
Suspension design
Polygon seems to have an affinity for suspension designs, which are a little different than the norm—there was a dual-link floating FS3 design. Back in 2014And even more than aesthetics Square One EX9 2017 with R3ACT suspension. Collosus keeps the trend alive, although the overall look isn’t as polarizing as the other two examples.
It uses a version of the IFS (Independent Floating Suspension System) design first seen on Polygon’s Mount Promo eMTB. Two short, low-profile links can be used to dictate axle travel, while the seatstays and swing link are used to adjust camber or the amount of travel. All of these connections may make it easier for designers to get the suspension characteristics they want, but it also means there are 16 cartridge bearings and the lower bearings are directly in front of the rear wheel, resulting in a sloppy ride in mud and dirt.
The anti-squat percentages are quite high, with the bike sitting at 121% before gradually lowering during the stroke. The graph scale says the improvement is pretty extreme, but it’s actually 19%, which is more typical for a long-travel enduro bike.
racing records
For anyone saying weight doesn’t matter, I encourage you to take Colossus for a spin. I’ve spent a lot of time—years, really—cycling around bikes in the 40-pound range, and I’m far from complaining about the weight, but I admit mustering the motivation to ride is a little tricky. Long ride on this heavy bike. Who knows, maybe it got loose.
Yes, I realize the Colossus isn’t the most expensive carbon fiber bike out there, and given its combination of price and hardware, I’m willing to cut the weight a bit, but 39 pounds is still pretty impressive. I can’t help but wonder how much weight and complexity could be saved by going to the tried and true Horst link layout instead of gluing the links required for the IFS suspension layout?
Weight aside, gigantic It’ll be fine A fine pedal, especially for a bike with 170mm of travel. The suspension is quiet enough that I never felt the need to hit the climb switch on the Float X2, and I was content to keep it open even during long fire mills. The chainstays are on the short side of the spectrum, but the steep seat angle and slack head angle work together to help the bike feel like it’s going to turn up a steep climb. While it’s a fairly flaccid big bike, I didn’t find it too difficult to maneuver through tight switchbacks or more technical sections—it’s actually the slack tires and overall height that make it feel tame on the climbs.
When it’s time to descend, the Giant won’t go too fast out of the gate, but once it picks up speed, it feels solid and ready for anything. The stiffer rear end, combined with the shorter chainstays, makes it easier to get the rear wheel in and out of tight turns, though it has slightly less traction and stability—at times it felt like a Colossus rear end. The wheel is more likely to slip during a turn than to carve a clean turn. It doesn’t have the soft, overly floaty suspension feel; It takes the edge out of the hard stuff and doesn’t destroy the big hits in the same way some other bikes in this class of touring do.
Overall, the Collosus N9 offers great value when it comes to parts specs, and the geometry won’t get in the way unless you point it out on steeper, more technical trails. While this may not be a major concern for passengers who climb inside the shuttle vehicle or spend a lot of time sitting in a chair, the weight is a major drawback.