Devinci Dixon RC Review

Mar 26, 2012
by Brad Walton  


The six-inch travel bike should be the most versatile steed in one's fleet. It's the Swiss-army bike that blurs the line between capable climber and confident descender. Modern references that come to mind include 'All Mountain' and 'Trail Bike'. While these terms generally lack any sort of absolute definition, there is one thing that sets this style of bike apart: its round-trip efficiency.

Devinci's Dixon RC is designed to take riders up, down, and all-around the mountain quickly and comfortably. Tipping the scales at just under 30 lbs for our large sized test bike, and boasting 5.7" travel, the mid-level RC is well-equipped to cover the variety of terrain one would encounter while riding the whole mountain, bottom to top to bottom.

Devinci Dixon RC Details:

• Purpose: All-Mountain
• Devinci G4 aluminum triple butted tubeset
• Rear-wheel travel: 145mm/5.7"
• Adjustable geometry
• Tapered head tube
• ISCG-05 chain guide tabs
• 12 x 142mm thru-axle
• Split Pivot concentric axle pivot
• Made in Canada (lifetime warranty)
• Fox air suspension front and rear
• Weight: 29 pounds (w/o no pedals)
• MSRP: $3999 USD

Dixon's Construction

Devinci's G4 aluminum tubeset is triple butted, which means the tubes are thickest in areas where strength is key
and thinner in less vital zones, allowing for weight savings. Further strength is gained by hydroforming the 6066-T6
aluminum tubes into the pyramid shape you see on the top and down tubes. Devinci welds and heat-treats their
frames before machining the bearing seats into the pivot points, thereby eliminating the chance of frame deformation
due to the intense heat of welding. This should in turn increase bearing life in the frame by ensuring that frame alignment
is free of axial loading to the bearings.

A Cane Creek Zero Stack headset locates the headset bearings inside the frame's tapered head tube. Shaped top
and down tubes are able to utilize the added real estate offered by a massive head tube for an assuredly solid
connection during the manufacturing process, which, by the way, is done entirely in-house in Canada.
2012 Devinci Dixon RC - frame profile
  The Dixon's frame tubes feature extensive shaping to increase stiffness and strength.

Dixon Suspension

Intelligent Link: Devinci's Intelligent Link features pivot hardware that allows you to adjust the bike's head angle by half a degree by simply rotating the gold anodized aluminum insert at the seat stay and rocker link joint, and the bike's Fox Float RP2 rear shock is mounted to the Intelligent Link and the front triangle - it doesn't 'float' as on other designs. Use of a stock, non-modified shock is allowed thanks to the well-tuned leverage ratio integrated into the DW-inspired Split Pivot suspension, meaning that the damper doesn't require any valving trickery to get the most out of the design.

Devinci's Intelligent Link (<i>left</i>) features pivot hardware that allows you to adjust the bike's head angle by half a degree.
  Devinci's Intelligent Link (left) features pivot hardware that allows you to adjust the bike's head angle by half a degree.

Split-Pivot: The heart of Devinci's mountain bike line-up is the Split Pivot, a concentric pivot that rotates around the rear axle. Split-Pivot suspension promises minimal user input into rear suspension actuation by isolating pedaling and braking forces while climbing and descending - the concentrically-located Split Pivot is engineered to reduce excess suspension reaction to acceleration and braking forces. Devinci's frame bearings are MAX-type bearings with water-resistant grease and weather seals, and are further protected with anodized aluminum accent caps that serve to keep the muck out.

Split Pivot concentrically rotates around the rear wheel's 12mm thru-axle, effectively neutralizing braking forces to the suspension.
 Split Pivot concentrically rotates around the rear wheel's 12mm thru-axle, working to neutralize braking forces to the suspension.


Blending light weight and efficient pedalling characteristics into a bike that is also stable at high speed and confidence inspiring on technical descents is the difficulty in designing a bike meant to do a little of everything. The geometry of the Dixon has been carefully planned out to give the rider the best compromise. A 'high' and 'low' adjustable setting for the Dixon allows a rider to fine-tune geometry between XC-oriented trails or those of a more technical nature. On paper, it certainly appears a capable machine.

2012 Devinci Dixon Geometry table

Dixon RC Component Check

The Dixon RC's component roster is chock full of lightweight, high-performance bits, such as Fox air shocks fore and aft, Easton Haven stem, bar, and seatpost, Sram X9 derailleur, and Mavic rims. There isn't much compromise to be seen, with every part selected to meet the Dixon's role as a full-time performer.

Sram 2x10 drivetrain geared for climbing walls and throwing the hammer down.

Easton's stout yet light cockpit parts give off a cross-country aura.

A Fox 32 long-travel air fork gets some added stiffness from a 15mm thru-axle.
The Dixon's capable component selection blurs the line. From Top: Sram 2 x 10 drivetrain, a set up that suits climbing walls and dropping hammers. Easton's Haven cockpit gives off an XC aura. Fox 32 gets some added support via 15mm axle.

Release Date 2012
Price $3999
Travel 145mm
Rear Shock Fox Float RP2 XV Boost Valve
Fork Fox Float 32 RL FIT 150mm
Headset Cane Creek 10-Series Zero Stack
Cassette Shimano 10 speed 11-36
Crankarms SRAM S1400 38/24T
Bottom Bracket SRAM GXP
Rear Derailleur SRAM X9
Chain Shimano 10-speed
Front Derailleur SRAM X7
Shifter Pods SRAM X9
Handlebar Easton Haven riser bar 31.8 x 711mm
Stem Easton Haven 31.8mm
Grips Devinci Performance Lock-On
Brakes Avid Elixir 7
Hubs SRAM X9 15mm/142mm
Spokes DT Swiss Champion
Rim Mavic EN321
Tires Kenda Nevegal Tomac 2.35 DTC 120tpi
Seat Selle Italia Q-BIK XC
Seatpost Easton Haven 31.6mm

Riding the Dixon RC

Views: 25,442    Faves: 193    Comments: 34

First impressions: As the industry moves forward, pushing more travel with lighter weight as being better, 'all-mountain' has become an increasingly ambiguous nomenclature. It is of no surprise that initially the Dixon RC gives off the vibe of being a lazy man's cross-country bike due to having a 90mm stem attached to a lightweight 145mm chassis. Although well-suited to keeping rider weight over the front end for aggressive climbing, the stem length interferes with the cornering ability of the Dixon when it comes time to reap the rewards. The stock Dixon is set up correctly for rolling, non-technical terrain, but our time on the Pacific Northwest's undulations of a higher magnitude led us to believe that a few simple spec changes could unleash its potenial on the more demanding terrain that the bike was tested on.

Swapping the stem to a 70mm, nearly one inch shorter, yields a slightly more aggressive riding position and opens up a new realm of possibility. The Dixon now resists that unsettling over-the-bars feeling, and steering goes from skeptical to predictable. A slightly wider bar also bumps up front end stability significantly. With the basics covered, we now had a shred-ready, 145mm bike capable of efficiently conquering the entire mountain.

  The Dixon RC feels right at home on buff singletrack, without that over-biked feel.
  The Dixon RC feels right at home on buff singletrack, without feeling over-biked.

Fit: A 24" top tube has become somewhat of a standard for large sized bikes, and there's a good reason why. The decision to change stem length was completely due to sloppy steering characteristics rather than fit issues. The large Dixon allows ample room to relax on climbs for a 6'2" rider, yet still maintains a neutral body position all around. The option to drop the saddle via full-length seat tube was utilized plenty. The Dixon's seat angle isn't drastic enough to feel like we were reaching for the pedals, which is key to keeping the front end in check on the climbs. We found preference in the 'Low' geometry setting, putting the cranks closer to the ground and slackening the head angle to a comfortable 67 degrees.

Climbing: The 'Low' geo setting didn't seem to hinder climbing ability much, although there was some compromise with the shorter stem in the uphill department. A tendency to want to stand while climbing the steeps had us thankful for the Fox 32 fork as opposed to a stouter, taller option. Bottom bracket height was suitable for cleaning technical climbs without pedal strike. The Dixon feels balanced without exhibiting any top-heavy characteristics, even at full seat post extension.

Dixon climbs easily and predictably, especially thanks to its light weight.  Shock lockouts were never needed during the test.
The Dixon climbs easily and predictably, especially thanks to it's light weight. Shock lockouts were never needed during the test.

Handling: The Dixon's light weight is immediately apparent. The bike is quick and nimble full-time, and a real pleasure to pedal. While welcome on the climbing portion of the ride, the bike's light weight causes it to ricochet off some obstacles that aren't approached in a head-on fashion. This is especially apparent on rocks and diagonal roots, so the rider needs to stay on point in rough terrain and remember the utility of a lightweight 145mm travel bike is a compromise which isn't entirely gravity-oriented.

The bike's component spec may lead it down the smoother path, but its geometry points to its true classification. A 67 degree head angle makes for relaxed descents, while the sub-17" chainstays are highly responsive when exiting corners and allow easy maneuvering for the front end. We found the bottom bracket height sets up an ideal pedal location in the slacker geometry setting. It's solid middle-ground between getting low and stable versus banging pedals. This is a very important trait for bikes of this genre, as riders will find themselves pedaling over rough terrain just as much as coasting over it.

The Dixon certainly excels in a high-speed environment. The suspension works better the faster a rider is willing to push it. We also found the bike's light weight combined well with the geometry to offer great technical handling attributes. Slow-speed negotiation is a breeze with the bike's light feeling front end, which isn't exclusively due to fork selection. The short chainstays make for a highly flickable, fast, and fun bike in nearly all situations.

Dixon handles the slow-tech creep just about as well as it does at warp speed thanks to a progressive geometry.
The Dixon handles the slow-tech creep just about as well as it does at warp speed thanks to a progressive geometry.

Suspension: The Dixon geometry feels comfortable once gravity takes over, but it does have the feel that something is being compromised. 32mm fork stanchions were never a problem way back when max travel was 3", but with the amount of travel doubled for modern day standards, flex was definitely notable in the rough stuff. Not that it was terrible, just worth a mention. The Fox Float 32's performance was smooth and supple throughout the range of travel. From small bump chatter to full compressions, the little air fork's ability to dampen the entire gamut of terrain encounters while remaining at a proper ride height and resisting harsh bottom-out is impressive. A stouter fork would benefit heavier riders or those looking for a more aggressive setup by not only offering more rigidity up front, but also raising the axle-to-crown height, effectively providing greater steering stability when the going gets rough. As stated earlier though, a taller, slacker front end will detract from Dixon's climbing prowess. Riders looking for a fast bike in rolling terrain are all set with the stock Dixon. If, like us, your typical ride is sustained up followed by sustained down, you may opt for a more robust front end for added confidence.

Split Pivot suspension is touted as brilliance when it comes to the 'all mountain' genre of bike. We found this to be so true that we don't have much to say about the bike's rear suspension. It works, all the time. Even for prolonged bouts of exertion, we never felt the need to reach for the shock lockout. Riders will not notice the rear suspension doing half the work while hammering the roughest of singletrack. The Fox RP2 feels smooth and supple as a perfect mate to the Float 32 fork. While these mid-travel absorbers certainly take the edge off, don't expect the ability to plow the chunder. Line selection is still as important as ever on the Dixon, but there is a nice bit of cushion back there to smooth over square edged hits with minimal input from the rider. We ended up slightly under-pressurizing the RP2 to get the supple feel we expected from the bike. A 200 lb rider would greatly appreciate a low-speed compression circuit in the rear shock - we tended to use every bit of travel in the corners - but this highlights the balancing act that companies must perform when deciding the component selection of a mid-range bike. With enough air pressure to prevent this, the rear end doesn't match the suspension rate of the fork properly, resulting in a forward body position and harsh deflection off nearly every obstacle.

Pedal or brake induced feedback to the rear suspension went unrecognizable. Split Pivot took care of keeping things active, while the Intelligent Link kept suspension stiff and responsive when the going got fast. The fork wasn't the only place flex was detected aboard the Dixon, however. The frame feels very stable and predictable in hard corners, but suffers from tire rub on either chainstay. It is likely down to the combination of large tires on lightweight wheels, or it could be in the frame itself. Either way, it wasn't felt, just heard. The Dixon exhibits a very positive snappy feel out of corners. It begs to go fast and effortlessly air over the slightest terrain nuances.

Technical report

• Water bottle cage mounts are appreciated spec on a bike made to go light and fast. It's awesome to get away with riding sans backpack.

• Easton's Haven components, while looking the part, seemed mis-matched to the rest of the Dixon RC. As a stock bike, the Dixon feels like a true XC bike due to the 90mm stem and 710mm bar. We replaced the stem with one an inch shorter and the bar with one an inch wider. This setup complimented the bike's geometry and opened up its capabilities tremendously, but it does need to be said that Devinci must spec the bike for the entire world and not just aggressive riders who prefer a shorter cockpit. Much like a saddle, a good bike shop should get you dialed with a stem length that suits your style and terrain before the bike goes out the door.

• Sram's 2 x 10 gearing is spot-on for the Dixon. With such a large range in the drivetrain, there's no excuse to ever walk a climb or get passed on a fire road segment.

• Devinci specs a great chainguide mounting solution and includes an ISCG adapter as stock, hidden behind the crankset. It's a good thing too, because you're going to need it. The Dixon throws chains both inside and outside of the 38-tooth ring at least once during pretty much every ride. We installed an E.thirteen DRS which required some modification to fit, and proved to help but not fully alleviate the problem. We'd like to see Devinci spec a dual ring guide with Dixon.

• Kenda's Tomac signature Nevegal DTC tires are a perfect match for Dixon's intentions. Durable 60 durometer rubber in the middle wrapped in softer 50 durometer side lugs help the Nevegal to roll pretty smoothly for a 2.35" tire. We found it slightly sluggish on sustained gravel road climbs, but once trail speed ensued the Nevegal felt confident and predictable in nearly all conditions. The medium height, square profile of the knobs offer great traction for both climbing and braking on softer pacific northwest trails, and the softer side lugs were certainly appreciated when negotiating root sections. Under hard cornering, the Nevegal held it's own, but did buzz Dixon's chainstays on a somewhat regular basis.

• Dixon could greatly benefit from a dropper-type post, and we were a bit surprised to not see one given the bike's intentions.

Light it is, but puny it isn't.  We found Dixon to be more capable than it appears at first glance.
Light it is, but puny it isn't. We found Dixon to be more capable than it appears at first glance.

Pinkbike's take:
Devinci's Dixon RC strikes a balance somewhere between comfort cross-country and aggressive all-mountain. A light bike with 145mm of rear wheel travel and uncompromised geometry, the Dixon is fast and capable given a few personalized touches based on average terrain use and rider preferences. It's only limitation is how comfortable a rider feels when hard-charging rough terrain on such a featherweight bike. For the endurance rider, the Dixon is a dream come true with superb pedaling characteristics and relaxed yet quick handling. While it's no one-bike quiver killer, the Dixon is a go-to machine when efficiency is the goal for riding everything the mountain has to offer. -Brad Walton


  • 36 1
 I think it is time the float 34 was made for a 26" bike. 32's are too flexy for anything more than 120mm of travel or any head angle slacker than 69 degrees.
  • 8 0
 Yeah, the flexy 32s is a negative point that comes up in a lot of AM bike reviews... I went with the 36s that is probably going to be an overkill... I also wished there was a 34s for 26" bikes when I picked up mine. It seems like a good compromise.
  • 8 0
 Give it a year, then you'll have your 34mm.
  • 9 1
 150mm 34 Float with 20mm TA would be the ticket. Not diggin' the 15mm TA. at all.

back to the Dixon... I like this bike. It seems to be built with the east coast of NA in mind. Short ups and downs, rough and wet. When my 2005 Enduro finally gives up the ghost, this could very well be the frame to replace it.... Thanks for the review. Also, any thoughts about how this bike pedals over rough stuff in comparison to a DW-Link bike? I've heard that the DW-link stiffens up quite a bit while pedalling through rough terrain, and I'm curious if this is exhibits similar tendencies. thanks.
  • 2 0
 back when fox experimented with 38mm before launching the 180mm trave, 36mm stanchion forks, i thought for awhile fox saw the light somewhere. now, i hope they heed our requests for a 34 vs those XC-ish 32mm forks.
  • 7 1
 If the 32 doesn't cut it, just run it with a Talas 36 160mm. Stiff, plus travel adjust to increase climbing capabilities. To me, introducing a 34 to fill the perceived void between 32 and 36 seems like more of a marketing ploy aimed at hardcore gram-counters than than something that is actually a relevant product to the majority of consumers.
  • 1 1
 I ride a RS lyrik Solo Air which of course has 35mm stantions and i think it rocks at170mm travel. I think it would probably do the job nicely on this rig with the travel reduced. Still, this is less about this bike an more about all trail bikes. It just seems like 32s have become the niche market. They are appropriate for short travel xc and that is pretty much it. Trail bikes need to be light but capable and 32's only meet one of those criteria. 36's meet the other, but that leaves you trying to find a light built hoop on a 20mm hub or building your own. I think it would make more sense for companies to begin replacing 32's all together with 34+ models. While they are at it they can ditch the QR. I know a lot of people hate on the 15mm TA, but if you had to choose which to keep what would you take?
  • 1 1
 On the other hand Rock Shox has had a 20 mm TA with 32 mm stanchions for how long now? Something like 10 years? Smile Granted thoguh, they are starting to be phased out, 140 and 150 mm forks are getting put on lighter and lighter bikes, oriented more towards the XC crowd (as a logn legged bike) instead of towards the DH crowd, pitching it as a short travel DH bike. And for those XC-ers a 15 mm axle sounds plenty.
  • 2 1
 Yeah the 20mm psylo caught on like beta tapes (or HD DVD for the younger set). I'm not saying it wasn't a good idea. It just didn't catch on. Weight weenies seem more willing to accept a 15mm than 20. I think part of it is just not being able to justify using the same axle on a weight weeny bike and a DH sled
  • 1 0
 Still not sure why they didnt go with a little more travel (150-160) and a 36 up front instead of the current choice.

They only have 3 full sus mountain bikes. The dixon stands between the wilson and the dexter. The dexter already comes with a f32 100mm, I would have made a different choice for the dixon since it's for a different crowd.
  • 1 0
 I feel like not enough companies sell a rig that is designed around pedalling and climbing, but is stiff enough for hard descending. It doesn't really even need more travel if it just had a more capable fork.
  • 1 0
 Stever: a 36 talas is precisely what I have, and have had for 5 years. But I think it's overkill and a bit heavier than I need. And 32mm stanchion forks, even with a 15mm ta are much too flexy for me. I think a 34 or 35mm stanchion with a 20mm ta and 150mm of travel would be perfect for this type of bike (that's meant to be ridden hard both up and down).

taletotell: 32mm stanchion RS with 20mm TA are not limited to Psylo.... they are still making the Revelation and the Sektor with those specs...
  • 1 0
 slyfink, oddly the 35mm lyrik solo air is a few grams heavier than the fox float 36r. Of course the lyrik has high and low speed compression. Hopefully 34's will hit the weight sweet spot for AM
If I was the king of the fork companies I'd set it up like this:
80-120 = 32mm
120-150 = 34mm
150-180 = 35-36mm
180+ = 40mm
This is probably what fox has in mind since the 34's will be out for 26" next year.
Any word on if the float 180 is flexy?
  • 1 0
 taletotell, we have the same thing in mind except for the last bit: 40's. i'd like those to be in 38's instead. i have a 2009 fox 40 on my demo and it is so stiff i find it overkill and the problem with fat stanctions is the stiction which i find a bit too much on the 40.
  • 27 1
 I could have used a little more cowbell.
  • 16 7
 good to see that not every company is going along with the 29er hype though
  • 11 9
 Oh god... 29ers are NOT hype. Just once I'd like to be able to get through a review on here without someone whining about it either being another 29er or NOT being a 29er.
  • 8 0
 Actually Devinci introduced 3 29er models this year.
  • 1 0
 The Devinci Atlas is 110 mm full sus 29er. Not hype. Just bad ass. Ride whatever you like. Don't poop in my cereal.
  • 6 0
 Dear Pinkbike, please keep the Brad Walton reviews coming. I find myself reading about machines I wouldn't normally care about (with the exception of the Cove STD), learning a lot, and then watching the videos and being totally blown away and inspired.......please keep 'em comin!
  • 14 10
 1) 30lbs for a 145mm trail bike with 32's, 2x10 x9 and easton haven? That's a heavy motherf*cking.. something. The frameset is £1700. You can get a carbon stumpy evo frameset for two hundred pounds ($300) less, which builds up with similar kit to a 26lb bike.

2) Is that supposed to be "undulating terrain"? You could happily ride a 100mm marathon bike along those highways.
  • 7 1
 Also that Carbon Stumpy Evo frameset comes with a free blacklite command post.
  • 2 1
 you can blame the split pivot for that weight, those bikes are very overbuilt, but they do ride amazing, peddle well, and can take quite a bit more abuse than their intended use
  • 7 0
 Are you seriously complaining that an aluminum framed six inch travel all-mountain bike weighs 30 lbs? What a joke... I'd be happy with 30 lbs for that much machine. The reviewers were already whining about how you can't use it to plow through tech sections because it was too light and gets knocked around underneath you.
  • 3 0
 It will seem lighter if you ride it up hill for a while.
  • 5 0
 Try riding a 35lbs 150mm AM bike and then tell me that the Devinci isn't light. It's all about what you are used to. I'd be more than happy with 30 lbs too.
  • 2 0
 According to pretty all reviews out there this frame is burly enough to make it a very capable mini downhill sled. Any frame built on the burlier side of things will take a little weight penalty. I've shopped a lot for bikes in this category and they all weight about 28-32 pounds so 30 pounds for a mid spec alu frame is pretty good especially when you consider how strong it is. Oh and the lifetime warranty is pretty cool also...
  • 1 0
 All the Devinci frames Ive had are very well built. They have long term durability designed in and still come in at a respectable weight. More then can be said for some other aluminum bikes out there in the same segment. Always had no problems with pivots etc...
  • 9 2
 My AM is 160mm and 36 pounds and i still beat everyone up the hills.
  • 4 0
 yup, in my opinion unless you're racing weight isnt that important (within reason). personally id rather see more 'overbuilt' AM type bikes; sacrifice a bit of weight but gain some stiffness and durabilty.
  • 1 4
 1) Why would you ride a 35lbs TRAIL bike? I am not complaining, I am saying that for the same money. Wait, no, LESS MONEY, you can get a fully carbon brand new frame, with a built in dropper and a kashima rp23 that weighs SIGNIFICANTLY less with a similar warranty. As for "it's alu", well sure, but "it's money" and it doesn't suddenly get worth less if you buy alu. Also, this is a 145mm trail bike. Not a 160mm burly am bike.

2) Compaq - I had an alu trek remedy, which uses the same suspension design. It had a heavier buildkit than on that dixon (old xt, talas, dcrv shock, 3rings, bontrager heavy parts, in a larger size) and it hit the scales at 28.5lbs. With a lifetime warranty. And a frame that costs half as much. I'm sure it wasn't quite as durable; so maybe, in four years, I would have cracked a stay and the dixon would not have. But I'd still have a brand new remedy frame when I did.

3) Also, "plough through the stuff" - if there was any evidence that adding weight to bikes would make them easier to control and faster on the downhills; do you think that world cup downhill would be the weight game that it is?
  • 4 0
 Light isn't always better. They built a 28lbs session 9.9. That's great and all but I highly doubt they'll use it on the world cup in val di sole or MSA.
  • 1 0
 looking at just plain numbers is stupid ! a stumpy is a very nice aggressive trail bike, the dixon seems to be much burlier.
the fact that it has 145mm doesn't necessarily attest to the bike capabilities.many riders build them with 160 forks. i haven't seen any stumpys with those.

as for the remedy, i dont know where on earth it costs 1000 usd for a frame (dixon=2000 usd). as for chainstays , well, every rider i know that rides AM with a remedy broke its chain stay in less than a year.this is in fact the reason they went 150 on it, cause its not that durable (although a good bike).
as for warranty, i advice you to read trek's (and specialized) warranty for rear triangles - far less than lifetime ! and the slash/session for example has a 3 year warranty only on the frame.
  • 1 0
 @ Continuity....First Just let me say I am LOVING the DIXON and (32 not withstanding) would trade bikes in a second to own one. My Giant REIGN weighs 30.5lbs and after 6mos of solid riding, I have no problems pedaling up hills. BUT I'll tell you why CF framesets aren't great for 150mm AM builds. My buddy rides a CF 2011 Ibis Mojo DW with a Float 160 that's around 28lbs. He rode the hell out of it over the last year up and down hills with someaverage jumping, nothing crazy. No abuse with flat bottom drops or anything. A year later his frame is creaking to all hell. It seems, we think, that the press fit pivot bearings are loosening. We are still trying to sort it all out but straight greasing of all pivots did nothing to help. OHHHH and also, his lower 1.5 tapered headset cup slightly wiggles( and creaks) in the headtube. The 150mm bikes are just begging the riders to get more agrressive on the decents which obviously brings more punishment. IMO the smaller/lighter CF frames arent proven for AM yet. I'm not sure what the total ticket price for his new complete bike purchase but it was around $5000.00 USD
  • 7 1
 I'd like to see a shootout between bikes that use Weagle's split pivot design and others that use his DW link. That would be really interesting.
  • 3 0
 Awesome review, as usual. Riding behind Brad on Evolution last week in some slick conditions. The Dixon didn't seem to be holding him back....nor did the pack with thousands of dollars of camera gear.
  • 1 0
 uuhhh of course the bike wasn't holding him back. Brad has super powers.
  • 6 0
 Its such a sick bike, feels like a mini DH bike
  • 2 0
 I rode a Dixon at a demo day the local bike club had going on here (Durham Forest Ontario) and I really liked the bike a lot. As the reviewers found, the 2x10 is perfect on that bike, I didn't run into flex on the front but we were on XC trails. Having said that the decents we did do felt great, and it climbed better than I expected. Also using hte breaks on the way down a hill did not seem to prevent the rear suspsion from working. If I haddn't recently invested so much in my Heckler I would be looking at the Dixon.
  • 5 0
 Damn it brad, youve done it again.
  • 4 0
 First I wanted a Cove. Then a Kona. Now a Devinci. Curse you, Brad Walton. Curse youuuu!

Are you in any way related to Wade Simmons? I bet that trail never realized it had so many jumps on it.
  • 1 0
 Not sure if there is an actual program but the lbs told me I could get another frame for much cheaper if I smashed mine. They seemed to imply that devinci was keen on helping customers out if they destroyed their frame by accident but it might just be the lbs selling them at cost if you already bought one there. Sorry for the misunderstanding, I should have worded it otherwise.
  • 1 0
 I rode the shit out of a 2011 Dixon RC all last year and love almost everything about the bike. It climbs really well, I hardly ever use the propedal as it doesn't bob, never noticed any feedback in the granny (for what its worth I rode a spitfire and really liked it for going downhill, but the pedal feedback was really noticeable. The dixon is just as capable or more on the downs). Only complaints I had were the Sram cranks/bb and the lack of iscg tabs. Tabs have been added this year and cranks are easy enough to swap. I was really keen on the stumpy evo but after demoing both I found the dixon was in a different category in terms of stiffness. Seems like spec has added a 142 rear end to the stumpy which might help, but last year there was no comparison.
  • 1 0
 I just got a Dixon comes stock with an Easton Haven 70mm stem. I am thinking about swaping it to a 50mm stem for more control on the descents.

What do you all think? Would it affect the climbing too much? Or is it a good choice to keep its all around style (up and down)?

  • 1 0
 I don't love the idea of a 32mm fork (I'd rather have a 36mm fork - a little extra weight but worth not having all the flex). The rest of the bike seems like a nice all mountain package.
  • 1 0
 load of crap! mine as broken on the chain-stay no warranty cover from Devinci or uk agents Freeborn steer clear & buy a reputable brand not from these cowboys!!!! be warned!!!
  • 1 0
 maybe you where the unlucky one !your dixon is the only one i found broken in the whole web!how did you break it?you did a road gap?i just ot mine 2014 dixon!its great!
  • 2 0
 Great looking rig! Every part looks so in tune with the bike. Considering this a next bike. Smile
  • 2 0
 I love these reviews just for the kick ass no fuss videos that never fail to put a smile on ma dial.
  • 1 0
 I'm surprised they managed to test it with out denting the downtube, i dented my'n on the first ride. But really, this is the best all mountain frame money can buy, end. haha
  • 1 0
 Bought 2013 Dixon rs speced with rxs components, 34 160 talas, dropper post, had a dozen or so rides on it. Great bike, buy one. climbs great, rips the downhills.
  • 2 1
 I've got a fever, and the only prescription is more cowbell! ...err... Dixon!
  • 1 0
 I dig this bike. I have all the faith in the world for dave weagles split pivot since DW link was awesome all around.
  • 3 0
 Don't fear the Reaper!!!
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 More cowbells!!!!! Love it! Was just about to buy one and now you pushed me off the cliff! Thanks!
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 I think I spent an hour drooling over Brad's photos before I even figured out it was a bike review!
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 $4000 US???? C'mon - Give us in Canada a break. PLEEEZE!!!! It looks like a great bike. And Canadian too! I want one!!!!
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 Its 4k in canada too.
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 I have my eye on the Dixon and the Covert any thoughts on how these stack up against each other?
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 definately more cowbell...
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 Stick a 36 on it and BOOM
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 owned a medium size, 2011 Dixon SP, with Fox 36 Float RC2 fork lowered to 150mm and 50mm stem / 750 bars and RS Reverb seatpost which fitted my 5'10" size perfectly

the larger 36 fork felt better (fitted the stout nature of the frame and very capable rear suspension) than the Dixon I test rode with 32 fork, and the 36 gave slacker 66 degree HA whilst having minimal effect on SA, BBH

trimmed the BB to 71.5mm to properly fit an E13 ISCG adapter plate by re-shimming the Shimano HT2 crankset, ran the E13 LG1 with a 1 x 9 setup which worked great

very, very capable bike both climbing and descending, mine was 31lb with the Reverb post and a sensible build (no carbon or bling..)

it was actually too capable for the XC trail riding I was regularly doing (with the rare uplift day or DH race) and made my riding boring!!

so I sold it after one year of ownership, and bought a 29er hardtail (stumpjumper evo) but that is not to take anything away from the Dixon, more of reflection of the reality of my day-to-day riding

But, If I was in the market for another 150mm / 160mm FS the Dixon would be my primo choice, no doubt!

for an aggressive rider, I would seriously recommend tuning the Fox Float shock with the Fox air spring volume tuning kit using the medium spacer Wink
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 I have a 2012 fox float 36 rlc fit on my trance x dropped to 140mm, overkill on my bike lol but i would not want anything else now
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 I have a 2011 Dixon that I built up myself. Loving the rear suspension and frame rigidity but also found the shock tne a little on the light side. I found that when set up with about 30% sag, it blew through the travel when taking berms at high speed. I weigh just over 12 st fully kitted up and my riding style isn't what i'd class as heavy on the equipment and so was suprised how easily i was pushng through all he travel.

I ended up sending the shock to mojo for a retune - the light compression tune was upped to a medium and the boost valve pressure upped from 150 to 225 with the pro pedal also adjusted to suit. This transformed the ride and I've been running the shock at 30% sag without having to resort to any volume reduction spacers. The thing I don't understand is why the shock has such a light compression tune in the first place.
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just before I left Freeborn we were starting to install the Fox Air volume spacer kit on the Dixon shocks, often with the "medium" volume spacer

this alleviated the issue of the shock being too linear in the mid to end stroke whilst not affecting proper sag, its also a problem common to the Specialized Enduro with the RP shock, where many Enduro riders use the "high" volume spacer

Dave Weagle (DW) designed the "tune" on the stock Dixon to be quite soft as the bike was originally intended as a pure trail bike (hence the lack of ISCG tabs on the first season models) before riders realised how capable the Dixon was in terms of slack geometry (for example 66 degrees with fox 36 160mm), great suspension performance and frame toughness for more aggressive riding

from discussions we had with DW he recommended the Fox air volume kit as an ideal solution for heavier or more aggressive riders
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 It's interesting that the shock tune was biased toward trail riding, given the slack head angle and heavy duty frame construction. I know that the extra volume shock cans can blow through their travel a bit easily anyway but after the retune mine's now spot on. Hopefully I'll be doing DWs excellent suspension design justice at next years BC Bike Race - the Dixon will more or less be returning home!
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 Once again they fail to mention the problem with the rear suspension that the 2 magazines found on this bike. But is a Canadian bike so,we know what's going on. That's why shops here won't touch them. Performance sells them but as of 2012 goes they dropped some of their models and kept 2 only.
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 maybe you should try to have a view at the entire media coverage that this bike generated. being a smaller company, it has still been reviewed by credible medias including pinkbike, dirt mag, etc... having a wrong shock setting or simply a bad day at work can even make a good bike like a spesh enduro or a pivot mach 5 feels like a bad ride... this is a really decent review. it tells properly that this ride, spec'ed like this may need some tweak for super agressive riding...
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 What is the problem with the rear suspension? I have a Dixon and love mine
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 i saw the "problem" mentioned in mbaction which is a magazine i dont really care about.where else did you see it ?
im finding it hard to believe the famed dave weagle will endorse a suspension set up with those issues.
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 I checked the August 2011 issue with the review on the Dixon XP. Do not believe what MBA said about the bike--the suspension remains completely active and does not extend under braking. Also, yes, there is noticeable pedal feedback while in the inner chainring, but since that gear is so low, one is rarely out of the saddle while using any cassette combo with the small chainring. This kind of bike is designed around a 2x10 system not a 3x9 (tested by MBA) or 3x10. You need the bigger chainring up front to not have the feedback while pedaling. The 2012 models all have 2x10, removable ISCG tabs, and dropper post routing, unlike the 2011s where 2 of the models had 2x10 but no ISCG tabs or dropper post routing. I totally recommend this bike to anybody looking for a bike that handles the downhills like a mini DH bike, yet can still climb with ease. While the review above doesn't seem incredibly stoked or excited about this bike, I can attest to its cornering abilities and all-around good feel. The bike climbs very well out of the saddle in the big chainring and just as well in the saddle in the small ring. The geometry is also spot-on. The quality Devinci puts into their frames is amazing. Their attention to detail and craftsmanship is superb.
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 enrico650- You a citing one review from a less than reputable source. MBA gauges their review on the advertising dollars spent by company 'X' in their magazine. Devinci didn't advertise with MBA and got a poor review. MBA is a joke. Keep getting your info there and keep riding your Trekalizedcannonwhatever. Look around, there are dozens of stellar reviews (including this one) and one bad review by MBA. Ride one. Then tell me what you think. Also- There are Devinci dealers popping up all over the states...dealers are pretty stoked. Just because Performance isn't smart enough to sell them or doesn't have the customer base to support a high end brand is a pretty poor indicator...
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 ya i really like those tires, been running those myself for a minute
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 Stupid iphone, that was a reply to forest gnome.
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 Oh wow...
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 ...The RC should have been tested by RC...
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 Haha the last picture-get your grrrr face on!
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 Where is this trail!!!!! thx Smile
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 170mm Devinci?
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 Where did you get 170 from?
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 meaning why isn't there one anymore?
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 Devinci is offering a 4" (Dexter), 6" (Dixon) and 8" (Wilson) now all sharing the same split pivot suspension. The market is not looking at 7" anymore when the 8" Wilson is doing the job.

I rode a Dixon RC last year and I was very impressed with its climbing power, but even more by its descending capability. With meatier tires, shorther stem, wider bar and a Reverb, the bike truly came to life in Bromont and our local singletracks.

If you want to demo one, Le Yeti in Montreal have some.
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 fair enough, i ride a chili pepper with a domain short stem and easton havoc wide bars, mtx 29 rims for some trails on the shore but it is still a bit small (same 145 mm platform same geometry) but it doesn't cut it on some of the bigger stuff. a full on dh bike is a bit much. i have a frantik that doubles for whistler and bigger north shore days. the 8' wilson is a streach as an all mountain bike. 145mm is a trail bike. missing link still somewhere in between. maybe they can keep the dixon frame but spec one ready for grown up trails.
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 Four Grand for that thing...?? Nooo looks fancy though! Wink
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 w/o no pedals... fail.
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 I'll take a better spec'd and lighter weight Yeti 575 over this any day. Had high hopes for this Devinci... didn't happen Frown
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 I hesitated between a sb-66 and the dixon. Ended up going with the dixon. Why? The sb 66 was over 5k$ stock around here for a x7 drivetrain, fox32, triple chainring and other stuff I'd end up changing anyway... And it's like 2 pounds heavier if I recall correctly.

With 5k$ I ended up with a dixon rc on a better custom wheelset, x9 drivetrain, fox36s, carbon bars bla bla bla.

I already own a dh rig so I don't think I'll miss the extra 7.4mm of rear travel I would have gotten on the yeti. Wasn't worth the premium for a lesser build imo.
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 Oh and the dixon is a local brand for me, with a lifetime warranty and a crash replacement program. Kind of nice to know you can ride your bike the hardest you can and feel remorseless about it.
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 crash replacement programm ? you sure about that ?
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 Not sure if there is an actual program but the lbs told me I could get another frame for much cheaper if I smashed mine. They seemed to imply that devinci was keen on helping customers out if they destroyed their frame by accident but it might just be the lbs selling them at cost if you already bought one there. Sorry for the misunderstanding, I should have worded it otherwise.
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 ....but then you would have to ride a Yeti....and there is no comparison between the Dixon and the laughable (read: 1998 suspension design) stuff that Yeti keeps churning out....
BTW my large Dixon RC out-of-the-box weighed just over 28lbs....
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 hmm the pitch is still nicer Smile
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