GHOST SLA MR XLC8
Keeping it real
Everything you need: The Ghost AMR has a full Shimano XT 2×11 drivetrain and Fox suspension. Throw in a KS dropper post and our test bike’s build kit left little to be desired.
The search for the perfect trailbike can be like Indiana Jones hunting for the Holy Grail. It can take hours of riding and experimenting with different suspension platforms, and the quest can quickly grow expensive and tiresome. Ghost, a small northern Bavarian bicycle manufacturer, first emerged in 1993 with its Lector model designed for a more European style of riding, but has since expanded its reach to the American market. Ghost has worked hard to develop bikes for a variety of riding, from cross-country to enduro.
WHO IS IT MADE FOR?
The AMR X LC falls into the more aggressive trailbike category with its mid-weight suspension travel. REI is the exclusive distributor of Ghost bikes in the United States, so Ghost has based much of its design on feedback from members of the REI community. The outdoor sporting behemoth has courted several brands in the past but has found a solid match with Ghost.
With 150 millimeters of travel, the AMR will handle a little bit of everything with confidence. It isn’t the most slacked out, nor the heaviest bike that Ghost offers, but it sits comfortably in the middle, offering more versatility than one might expect.
WHAT IS IT MADE FROM?
Ghost uses the same frame and rear triangle throughout the whole AMR line; the differences come from the suspension travel and build kits. The front triangle is carbon, while the rear and linkage are aluminum. There is quite a difference in the “girth factor” between the front and rear triangle. The carbon tubes are dramatically shaped and stout with pointed lines, while the rear triangle’s tubing is much thinner and almost understated compared to the rest of the bike.
Burly triangle: There is no doubt that the front triangle on the AMR has some noticeably oversized tubing. The front triangle felt stiff and responsive but seemed to over-power the rear triangle at times.
Ghost uses a standard Horst-link, four-bar suspension that is common on several other European brands. The AMR has full internal cable routing, 12×142-millimeter rear axle spacing, stealth dropper-post routing and a BB86 Press-Fit bottom bracket. For now, Ghost is forgoing Boost spacing in large part due to a lack of demand from the European market.
WHICH COMPONENTS STAND OUT?
It’s hard to deny the appeal of a bike that has a full Shimano XT build kit. The drivetrain, brakes and even the hubs are the latest XT, and, given the $4600 price tag, the value is tough to beat. The full Fox Float X shock and Talas fork were major standouts during our testing. Ghost spec’d the AMR with 130–150 millimeters of travel, and with the suspension in the less-aggressive, shorter-travel mode, we rode mellower trails with ease.
More gears: It’s hard to say no to a good 1×11 drivetrain, but the 22-speed XT complemented the suspension well and gave our testers all the gears they needed. We didn’t find ourselves needing the lowest gears, even on steep climbs, but some riders might appreciate the options.
Adjustable for the ride: To expand on the AMR’s versatility, Ghost spec’d our test bike with a 130–150-millimeter adjustable-travel TALAS fork. In the 130-millimeter position we were able to climb a little better, but didn’t enjoy the descents quite as much.
HOW DOES IT PERFORM?
Setting up the suspension was pretty straightforward, although dialing in the rebound on the shock required using a small Allen wrench. The rebound adjustment sits on top of the shock just below one of the pivots, which makes it impossible to adjust by hand unless you have the fingers of a small child.
Piggyback: Ghost offers the SL AMR CC 8 with a standard inline shock or Float X tested on this bike depending on the model. While we enjoyed the performance of the Float X, we did have issues fitting a water bottle into the frame.
Moving out: Our test bike came with a 760-millimeter-wide Race Face bar and short 60-millimeter stem. The combination felt perfect for most of our test riders. More aggressive riders might want to go slightly wider, but there’s really no need to. The SDG saddle felt comfortable and offered a good riding position. We swapped the stock Ghost grips out right away for a nicer set of Ergon GE1s that fit nicely.
Clean and orderly: The AMR has full internal cable routing that runs through the head tube of the bike. We didn’t experience any drawbacks in shifting performance or cable rattle inside the frame. The routing is well-executed by the Ghost designers.
Cornering: The frame stiffness was definitely noticeable in corners, as the front end held a line as long as the tires would allow. We liked the feel of the rear suspension when pushing hard through turns, but ended up running the rebound on the shock slower to get more traction out of the rear end. The whole bike felt balanced, although we did get some flex out of the rear triangle in tight sections when pushing hard.
Climbing: Bikes in this suspension category aren’t usually known for their climbing prowess, but the AMR was a surprisingly good climber. The stiff frame was responsive out of the saddle, and the lockout adjustments on the suspension made the ride even more efficient. This bike does have virtually unlimited gearing. With a double up front and a 11-42 cassette in the rear, we never felt like we didn’t have enough gears on any climb that we encountered. Putting the fork in the lower travel setting allowed us to get in a more aggressive position for climbing and made long grinds a little quicker.
Descending: We spent quite a bit of time testing the travel adjustments for descending and found a setting that made us really enjoy ripping downhill on the Ghost. With the suspension completely open, the bike feels solid. The front triangle is stiff (some of our testers felt it was a little too stiff), but in the end it didn’t slow us down. The Float X worked well in relation to the linkage and made us feel inspired.
With the fork in the 130-millimeter-travel mode, the front end felt lower and more aggressive, though not quite as balanced, especially with the bigger shock on the back end. The AMR felt responsive and playful on built singletrack and over rougher rock gardens. The clearance between the shock and the water bottle is tight, though, so much so that on one of our rides we put the oil reservoir of the Float X through our water bottle and punctured it, cutting our ride short. We strongly recommend using a hydration pack.
TRICKS, TIPS OR UPGRADES?
This is a seriously capable bike, but shedding some weight would make it even better. We strongly recommend setting the bike up tubeless right away. The 2×11 drivetrain was effective but seemed a little unnecessary. Riders could save some weight and simplify everything by going to a single chainring in the front. The AMR does have a slightly longer reach than other bikes in this category, so we definitely recommend trying a couple sizes before making a purchase.
The AMR was made to be compatible with a couple styles of shocks. The Float X works, but if you’re the type of rider who prefers using a water bottle, you’ll have to rethink your strategy and use a hydration pack with this machine.
BUYING ADVICE
If you want a do-it-all trailbike that can handle everything from flowing Southern California singletrack to the daunting chunder of the Pacific Northwest, the AMR X is a solid contender. If you’re looking for something that isn’t quite as common on the trail, the AMR X will fill that need too. Riders who want the latest in technology won’t find everything they’re looking for, but they will have a tough time ignoring the value built into the AMR X.
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