Equipment

Everything you need to know about the Project X LZ iron shafts

Published

10 years ago

May 19, 2016

When golfers think of iron shafts played on the PGA Tour, two models generally come to mind. The first is the most-used shaft on the PGA Tour, True Temper’s Dynamic Gold. It’s been the leading choice of serious golfers for nearly four decades. The second is another True Temper shaft. Called Project X, it has been around a little more than a decade, and is the second-most played shaft on the PGA Tour.

It’s starting to feel as though True Temper’s new Project X LZ iron shafts could be another classic in the making, with three high-profile wins in the last four months. Adam Scott used the shafts to win the Honda Classic and WGC-Cadillac Championship, while James Hahn won with the shafts the first week he used them at the Wells Fargo Championship.

What’s different about the Project X LZ shafts, and what can they do for your game? We asked Don Brown, True Temper’s Director of Golf Innovation.

WRX: What’s the difference between the Dynamic Gold, Project X and Project X LZ iron shafts?

DB: Dynamic Gold and Project X share very similar performance profiles. Both are low- launch, low-spin shafts that weigh roughly 125 to 135 grams and both have reinforced tip sections. While their launch conditions are very similar, their EI profiles and feel are very different. Dynamic Gold has a tip section that changes in length (distance to the first step) as you move through the set. Project X, on the other hand, has a 2-inch tip section on every shaft in the set. These differences create a much different feel for these two similarly preforming shafts.

Project X LZ is a different design all together. The PX LZ has both a reinforced tip and butt section, which creates a mid-section that is more active. This allows the shaft to load more and provides exceptional feel. This three-wall design is very unique to the steel golf shaft industry. The PX LZ also has a series of very small micro steps in the midsection to enhance the loading zone even further. It will provide a mid-launch angle with a flat apex.

WRX: How long was the Project X LZ shaft in development? What challenges were there in its design?

DB: As we were seeing the great results with our early prototypes of graphite Project X LZ in late 2013, we immediately began to think if we could see the same benefits in a steel shaft. The challenge was how to create that same affect in a steel shaft. There is a lot more freedom of design with a graphite shaft, where we can easily change the different layers of graphite, as well as use different grades of graphite. In steel, you need to be able to make changes to the internal reinforcement of the shaft and are working with a singular material.

Our steel engineers spent over a year manipulating the steel trying to create the Loading Zone signature EI profile. When they still hadn’t perfected it, they realized they were going to have to do something unconventional. All of our tour shafts have reinforced tip sections for added stability and trajectory control, but for the LZ signature, we were going to have to reinforce the tip and butt sections. That presented a lot of manufacturing challenges that took many months to get right. Finally, with the tri-walled designed dialed in, we added the series of micro steps to increase the flexibility in the loading zone even more. It took almost 2 years to get the designs dialed in, and a few more months of player testing, but with the rapid tour uptake and 3 PGA wins in a few months, it was definitely worth it.

WRX: What has been the feedback from tour players?

DB: Obviously, we have had great success on Tour already with several major champions putting the shafts in play, and over a dozen different players having added it to their bags.

A lot of the players who are adding it are looking to work and flight the ball a little more than they can with the traditional low-launch, low-spin products that dominate the Tour. I think we are seeing players being more receptive to new technologies like LZ and (True Temper’s Dynamic Gold) AMT, as opposed to sticking with traditional designs and weights.

WRX: How do PGA Tour players test new iron shafts? Are they more concerned with what their launch monitor says, what their ball flight does, or what they’re feeling during their swing?

DB: For irons we use the launch monitor, but the data doesn’t figure into decisions as much as it does with drivers. With a driver, the numbers are usually king, and a good range session with a driver shaft can be enough to switch. With irons, it’s more about feel and ball flight. Players aren’t worried as much about distance; they want to see a trajectory and ball flight that they like, and have a feel that gives them confidence.

If a player is satisfied with his current irons, it will usually take a couple rounds of testing before he will consider switching. A player who is searching might switch in the same week, but not without some on-course testing first.

WRX: Some tour players use the same shafts in their irons as they do in their wedges. Others use the same model, but one flex less in their wedges. A smaller group of tour players use completely different shafts, or those specifically design for wedges. Is the Project X LZ a good wedge shaft?

DB: With wedges, usually we see the pitching wedge is the same shaft as the set, and the other wedges can be independent. With our LZ players, we have some who have gone to LZ through the set, some who stuck with their existing wedges shafts and one player who is still testing LZ in his irons, but has put LZ into his gap and lob wedges.

LZ certainly can work well as a wedge shaft, but for many players wedges are about confidence and feel, so we don’t see players switch their gap, sand and lob wedges shafts very often.

WRX: Anything else we need to know, Don?

DB: I encourage all GolfWRX readers to give the LZ shafts a try at a demo day or club fitter. The technology in these shafts is really unique, and provides a different performance and feel than anything else out there on the market. PX LZ are available now from our PFC dealers, and many of the OEMs have already added them to custom or will be adding them very soon.

WRX: Thanks Don.

Equipment

Why Rickie Fowler is switching to a shorter driver at the PGA Championship

Published

22 hours ago

May 13, 2026

Alistair Cameron

In a golf world where players are looking to eke out every yard possible, usually by lengthening their drivers to add clubhead speed, there’s one player at the PGA Championship who’s going in the opposite direction. In fact, for Rickie Fowler, his goal off the tee is not about gaining extra distance or yards north to south, but rather about shrinking the misses from east to west.

Ahead of the PGA Championship and the week prior at the Truist Championship. Fowler mentioned to Cobra Tour Rep Ben Schomin that the driver didn’t quite swing feel the same as everything in the bag. As a result, and with Schomin’s suggestion to try and sync everything up with the big stick, Fowler decided to test out a shorter length shaft.

“He’s been at 45 (inches), and he’d been at 45 for a few weeks, 44 1/8 (inches) is really is where he is been living really for the most part, for the last couple of years, and is where he is been comfortable,” Schomin told GolfWRX. “It just felt like it was a little long and loose on him.”

Interestingly, Fowler ranks 40th in Driving Accuracy this year on the PGA Tour. It’s his most accurate season with the driver since the start of the decade. But sometimes for players, feel is more important than statistics.

“It was really more of a trying to get the swing to feel the fluidness from club to club to club to try to get it to feel the same,” Schomin added. “And so we took it down to 43 and a quarter, and it was a touch of a ball speed loss, just based on that overall club head speed. But honestly, he squared it up probably a little better. The right miss wasn’t nearly as far. So really, overall down-range dispersion tightened up a fair amount, and he felt confident in swinging it.”

The change in length had Fowler’s caddie, Ricky Romano, beaming at how well he had driven during Tuesday’s practice round at Aronimink. So much so, he was asking Schomin not to suggest changes anymore.

Fowler’s shaft-shortening is one of a few driver adjustments he’s made this season, and to Schomin’s credit, it’s thanks to the fact that he and the rest of the Cobra team had Fowler fit very well into three of the four heads in the Cobra OPTM lineup.

“He had three distinct drivers and the biggest decision was trying to decide which worked best at that time,” Schomin told GolfWRX previously. “He’s played the majority of the season with OPTM X, but has also played a couple of tournaments with OPTM LS. His overall driving stats have been good.”

At the RBC Heritage earlier this spring, Fowler switched drivers, changing from his Cobra OPTM X and into the Tour, low-loft Max K model that Gary Woodland used to win just a few weeks prior.

Now for the PGA Championship, Fowler’s back in the X head, but still using the UST Mamiya LIN-Q PowerCore White 6TX shaft, just a little bit shorter.

“Will he stay there? I’m not sure,” Schomin added. “Could we end up say at like 43 and 7.5 (of an inch). If it’s giving him the same feel of consistency through the bag, then I think we might end up just a touch longer. But if he likes where he is at, he’s confident where he is at, that’s really all that matters.”

If there’s more testing, though, just don’t tell his caddie.

Equipment

GolfWRX Launch Report: 2026 Titleist GTS drivers

Published

23 hours ago

May 13, 2026

GolfWRX Staff

What you need to know: As is customary for the Fairhaven-based company, Titleist officially announced today that its GTS drivers are headed to retail, following a successful tour release. The GTS2, GTS3, and GTS4 drivers will be available in golf shops June 11.

Since debuting at the Texas Children’s Houston Open, the new GTS lineup has quickly gained traction on the PGA Tour, with more than 50 players already making the switch to a GTS2, GTS3, or GTS4 driver. Among them are Justin Thomas and Jordan Spieth.

Justin Thomas’ Titleist GTS2 driver (Greg Moore, GolfWRX)

According to Titleist, the GTS series builds upon the performance foundation established by the GT Series, while introducing several major technological advancements, including a new Split Mass Frame construction, refined aerodynamics, and an updated Speed Sync face design.

2026 Titleist GTS drivers: What’s new, key technology

Split Mass Frame and thermoform body

At the center of the new GTS lineup is a redesigned internal structure: the Split Mass Frame. This technology works with a full-thermoform body made from Titleist’s Proprietary Matrix Polymer (PMP), a lightweight composite that enables engineers to reposition mass more efficiently throughout the head. Compared to the previous GT generation, GTS drivers feature nearly double the PMP material, increasing from 13 grams to 26 grams, while maintaining the sound and feel preferred by better players.

The weight savings from the thermoform construction allowed Titleist engineers to strategically separate mass placement inside the head. Specifically, more weight is pushed rearward to improve stability and forgiveness, while additional mass is positioned low and forward to optimize speed, launch, and spin.

In short, golfers are able to maintain ball speed and consistency across both centered and off-center strikes.

Faster aerodynamics

Titleist also refined the aerodynamic shaping of the GTS heads to help players generate more clubhead speed.

The tails of the new GTS2 and GTS3 heads have been raised compared to previous models, helping airflow stay attached to the crown and sole longer during the swing. According to Titleist, the improved airflow reduces drag and increases speed without affecting launch conditions or center of gravity placement.

Typically, aerodynamic gains can compromise forgiveness or launch characteristics, but the weight savings from the Split Mass Frame allowed engineers to preserve preferred CG locations.

New Speed Sync face

The new Speed Sync Face design is engineered to improve ball speed retention across a larger portion of the face. A reinforced perimeter structure helps maximize face deflection and COR on centered strikes, while the upper portion of the support ring is opened up to increase speed on high-face impacts, a common strike location for many golfers. The face also features a variable thickness design to preserve speed and performance across a wider impact area.

Expanded adjustability

Each GTS model includes a dual-weighting system to fine-tune launch, spin, and shot shape more precisely than previous generations. GTS2 uses interchangeable forward and aft weights, while GTS3 and GTS4 combine a rear weight with an adjustable forward track weight system.

Tour-inspired face graphics

The new lineup features redesigned high-contrast face graphics to improve alignment and framing at address, according to Titleist. Sharp visual lines are designed to make it easier to center the golf ball and to perceive loft more easily at setup.

Additional model details

GTS2

The GTS2 is the most forgiving model, designed for golfers seeking maximum stability and consistent speed across the face.
It produces high launch with mid spin and features a larger, confidence-inspiring profile behind the ball.
Standard weighting includes an 11-gram forward weight and a 5-gram rear weight, with additional fitting configurations available.

GTS3

The GTS3 is aimed at players who want more control over launch, spin, and shot shaping.
Compared to GTS2, the GTS3 offers lower launch and spin while featuring a more compact profile and deeper face design preferred by many stronger players.
The head features an adjustable forward-track weight system to further fine-tune center of gravity placement.

GTS4

The lowest-spinning option in the lineup, GTS4 is built for golfers looking to reduce excessive spin and maximize total distance.
Unlike previous “4” models from Titleist, the new GTS4 features a full 460cc profile that improves forgiveness and stability while retaining its low-spin DNA.
Like GTS3, it includes a forward track weighting system for precise fitting adjustments.

What Titleist says

“When we talk about driver design, it’s never about the one feature or benefit — it’s about all of them,” said Stephanie Luttrell, Titleist’s Senior Director of Metalwood R&D. “Ball speed, forgiveness, spin stability, adjustability, exceptional sound and feel… these are all attributes that golfers care about. It’s our job to design a lineup that elevates performance across the board without sacrificing in key areas, and we feel we’ve done that with GTS.”

“We know that forward CGs drive speed with great launch and spin characteristics, but you need to be able to do that with an inertial stability that still preserves ball speed, launch and spin consistency on off-center hits,” Luttrell said. “We’ve never before been able to hit these CG positions and inertia properties at the same time, and we’re achieving that because of GTS’ construction.”

Club Junkie’s take

I feel like every time there is a new Titleist wood release, I figure they can’t outdo their previous driver. And every year, I am wrong and impressed with the performance. The GTS fits right into that narrative again, as I didn’t know where Titleist could go from GT, but they pushed the limits again, and my fitting proved the smart people there found ways to improve.

My past four Titleist drivers have been a 2 series as my swing typically requires a little height, spin, and forgiveness so I figured I would just get a new GTS2 and be on my way. During the fitting, I was impressed by the new GTS construction, its added PMP material, and the advanced adjustability on each model. My fitter, Joey, got to work putting together a GTS2 and we started there. The launch and spin were great, and the consistency on misses was very tight. My average ball speed with the GTS went up a little bit as the new Speed Sync face creates more speed away from the center.

Joey then built up a GTS3 in 11 degrees, but I figured this wouldn’t have the stability I needed for tight dispersion on my miss hits. That thought was quickly erased after a few shots, and I really liked the more center start line and reduced draw on the misses I was seeing. We tried a few different settings and shafts to dial in the details in order to get the best fit. Having a forward and rear weight in the head allowed Joey to set up the GTS3 with a heavier rear weight to keep the launch and spin up, while the Sure Fit hosel set flat created a more center start line for me. My misses were not nearly as far left, and I was really impressed with the consistency on the spin and launch when I didn’t hit it in the center.

Titleist again created a wood line in GTS that delivers improvements over previous drivers while keeping the traditional look and feel you expect. More adjustability, better off-center speed, and 3 drivers that are playable over a wider range of players should make these extremely successful in fittings.

Pricing, specs, availability

GTS2 lofts: 8, 9, 10, 11 degrees (RH/LH)

GTS3 lofts: 8, 9, 10, 11 degrees (RH/LH)

GTS4 lofts: 8, 9, 10 (RH/LH)

Featured shafts

Project X Titan Black
Mitsubishi Tensei 1K White
Mitsubishi Tensei 1K Blue
Mitsubishi Tensei 1K Red

Premium shafts

Graphite Design Tour AD DI
Graphite Design Tour AD VF
Graphite Design Tour AD FI

Available for fittings and pre-sale now.

In golf shops worldwide beginning June 11.

Price: $699 (standard), $899 (premium)

Equipment

Titleist launches new GTS2 and GTS3 fairways

Published

23 hours ago

May 13, 2026

Gianni Magliocco

Titleist has today introduced its new GTS2 and GTS3 fairways.

Lower and deeper center of gravity (CG) positions, new adjustable heel-toe weights and advanced clubface innovations drive total performance in the two tour-proven models.

New GTS fairway technology:

Wraparound composite crowns: Unlock lower CG positions for higher launch and lower spin as well as more CG depth for added forgiveness.

Refined shapes and profiles: With two distinct setups, with GTS2 featuring a shallower face height and larger address profile compared to GTS3’s deeper face and more compact profile. Both models feature flatter sole designs for better performance off the turf.

Dual-weighting systems: The dual-weighting systems allows for personalized performance, with interchangeable heel-toe flat weights helping to fine-tune CG location across the face.

A forged L-Cup face design: The new face design is optimized for GTS and works to preserve ball speed, maintain launch conditions and enhance sound and feel on low-face impacts.

Tour-inspired polished clubfaces: To help players see more of the clubface at address.

GTS2 Fairway

The new GTS2 fairway is designed with a shallower face and a larger profile than GTS3, ideal for players with more sweeping deliveries with their fairway metals.

GTS2’s new face height, inspired by tour feedback, was designed shallower than the prior generation GT2 model and more in line with the GT1 fairway. Each loft in GTS2 leverages a shallower profile except for the 13.5-degree, which maintains a slightly taller face.

With its new dual-weighting system, the ‘2’ model now has heel-toe CG adjustability.

Lofts: 13.5, 15.0, 16.5, 18.0, 21.0

Dual-weight system: 11-gram weight in heel, 5-gram weight in toe (standard)

GTS3 Fairway

The new GTS3 fairway is designed with a deeper face and a more compact profile, ideal for players who hit down on the golf ball more with their fairway metals.

New to the GTS3 family is a 21-degree offering, giving players two distinct profiles in Titleist’s 7-wood loft.

Instead of the track weight system featured in prior generation ‘3’ models, GTS3 now benefits from adjustable heel-toe flat weights.

Lofts: 15.0, 16.5, 18.0, 21.0

Dual-weight system: 11-gram weight in heel, 5-gram weight in toe (standard)

Price & Availability

The new GTS fairways are available for fittings and pre-sale now and will be in golf shops worldwide beginning June 11 priced at $399 (standard) and $599 (premium).