First Trip: Polygon’s $3,299 Collosus N9

This all adds up to a non-trivial 39.25 pounds (17.8 kg) – Collosus seems like a very fitting name given those numbers.
Frame Details

Collosus’ frame is visibly solid; Everything from the front shock absorber mount to the double braced swingarm makes it look like it was built to take a hit. All these mounts and the shock position take up some precious water bottle space, meaning that only a ‘regular’ sized bottle will fit in the front triangle. Still, it’s better than nothing. There’s also no in-frame storage or any accessory mounts to be seen. Another missing feature is a universal derailleur hanger, which will likely become more of a “must-have” if the rumors about SRAM’s next-gen powertrain are true.

Although a bit short it has a ribbed fork guard – more coating towards the front of the fork helps prevent paint from chipping away by the chain. The brake, derailleur, and dropper lines are internally routed, but there’s nothing inside the frame to stop them from bothering them—thankfully, I didn’t notice much noise on my test bike.

It’s nice to see that the Collosus is equipped with a chain guide and a crash guard, as crushing a chainring is a good way to dampen a race run. There is also frame protection on the underside of the downpipe to protect it from flying rocks or truck tailgates.

Geometry

Many of Collosus’ geometry numbers are exactly in line with what has become the norm for this category. Head angle sits at a slack 63.5 degrees with a 170mm fork, reach is 480mm for a hefty size and seatpost angle is 77 degrees. Chain tongs are on the shorter side at 435mm across the board – they don’t vary with each size; this is a practice that more and more companies are adopting.

Suspension Design

Polygon seems to have an affinity for suspension designs that are a little different from the norm – there was a wild looking floating double link FS3 design in 2014and even more external aesthetics SquareOne EX9 With R3ACT suspension in 2017. Collosus keeps the trend alive, although the overall outlook probably won’t be as polarizing as the other two examples.

First, Polygon’s Mt. BromoeMTB. The concept is that the two lower counter-rotating short links can be used to dictate the axle path, while the seat supports and rocker link can be used to adjust the lever curve or how much travel. All these connections can make it easier for designers to achieve the suspension characteristics they want, but that also means there are 16 cartridge bearings to watch, and the bottom set of bearings is directly in front of the rear wheel, where there is mud and mud. dirt will end in a sloppy journey.

Anti-squat percentages are pretty high, with the bike sitting around 121% in sag before gradually falling off as it travels. Scaling the chart makes the progress seem pretty extreme, but in reality it’s about 19%, which is pretty typical for a longer travel enduro bike.

Driving Impressions

To anyone who says weight doesn’t matter, I invite Collosus to take it for a spin. I’ve spent a lot of time pedaling around bikes in the 40-pound range—years, really—and I’m far from being an overweight weenie, but I’ll admit it’s a little harder to pick up the motivation. on a long pedal on such a heavy bike. Who knows, maybe I’m starting to soften.

Yes, I realize the Collosus isn’t a wildly expensive carbon fiber marvel bike, and I’m willing to loosen it up a bit in the weight department, considering the price tag and solid parts kit, but 39 pounds is still pretty big. I can’t help but wonder how much weight and complications would be saved by going with a tried-and-true Horst Link setup rather than sticking to the links required for the IFS suspension setup.

Weight aside, Collosus to do pedal well, especially for a bike with 170mm of travel. The suspension is so calm I didn’t feel the need to turn the Float X2’s climb knob and I was completely satisfied with keeping it on, even on longer fire routes. Chain forks are on the shorter side of the spectrum, but the steep seat angle and loose head angle work together to help keep the bike from feeling like it’s wanting to cycle on steep slopes. Despite being a pretty solid, loose bike, I didn’t find it overly difficult to maneuver in tighter corners or more technical sections – really slow-rolling tires and overall weight that gave it a lighter feel when going uphill.

When it’s time to descend, the Collosus isn’t the fastest out the door, but it feels very solid and ready for anything when it accelerates. The rear end is pretty stiff, and this feature, combined with the shorter chainrings, makes the rear wheel easier to get in and out of tight turns, but that comes with a bit of lower traction and stability – sometimes it felt like the rear of the Collosus had the wheel slip in a turn rather than making a clean bend. it was possible. It also doesn’t have the softest, shakiest suspension feel; it eliminates the rough stuff, it doesn’t erase those bigger hits like some other bikes in this travel bracket do.

Overall, the Collosus N9 offers great value when it comes to part properties, and geometry won’t hold it back as long as you aim it on steeper, more technical paths. Weight is the biggest downside, but for riders who spend most of their time climbing on a shuttle or sitting on a chairlift, this may not be of much concern.