Pivot Mach 6 Carbon - Reviewed

Feb 3, 2014
by Richard Cunningham  

Pivot Mach 6 Carbon - reviewed - test - 2014

Pivot’s Mach 6 Carbon joined the increasingly popular long-travel all-mountain / trail bike niche towards the end of 2013, and it is unique to their range in that it was designed from the beginning to be a carbon fiber chassis, built around 27.5-inch wheels. Every aspect of the 155 millimeter travel (six inches) frame is optimized for strength and stiffness by using large diameter tubes all ‘round, and voluminous profiling at the bottom bracket and head tube areas. Medium-sized frames, with the shock, reportedly weigh only six pounds (6.27 with the Float-X shock). Like all Pivot dual-suspension bikes, the Mach 6 Carbon employs a dual-rocker four-bar linkage, but this time suspension designer Dave Weagle moderated the pronounced anti-squat function to be more suitable for the smaller chainrings that most riders prefer.The result is more of the bottomless feel that in the rear suspension that most all-mountain and technical trail riders prefer. Backing up its suspension, the Mach 6’s numbers are where they should be; slack enough up front to shred the downs and with ample breathing room in the cockpit for hammering the climbs. Optimizing the design of the Mach 6 for carbon also resulted in the sharpest looking dual-suspension bike that Pivot has made to date. Five sizes are available from X-small through X-large, and Pivot offers seven builds ranging from $4699, to $7599, including Shimano SLX, XT, XT/XTR and XTR, as well as SRAM X9, XO-1 and XX1 components. Our medium-sized test bike, outfitted with the Shimano XTR/XT build and a dropper seatpost, weighed 28.47 pounds (12.94kg), and comes with an MSRP of $6099 USD.


Mach 6 XTR/XT Build

Specifications
Release Date 2013
Price $6099
Travel 155mm
Rear Shock Fox Factory Float X, Kashima, custom tune
Fork Fox Factory 34 Trail Adjust, Kashima 150mm
Headset Pivot
Cassette Shimano HG-81, 11 x 36, 10-spd
Crankarms Shimano XT, 24 x 38
Chainguide NA
Bottom Bracket Shimano PressFit 92mm
Pedals NA
Rear Derailleur Shimano XTR
Chain Shimano XT
Front Derailleur Shimano XT
Shifter Pods Shimano XT
Handlebar Phoenix Carbon 740mm
Stem FSA SL-K, 60mm
Grips Pivot lock-on
Brakes Shimano XT, ICE rotors and pads, 160mm (R), 180mm (F)
Wheelset DT Swiss 350 spline One XM, 27.5"
Hubs DT Swiss 350, straight pull
Spokes DT Swiss Competition S-pull
Rim DT Swiss, XM
Tires Kenda 27.5 x 2.2" Honey Badger (R), 2.35" Nevegal II (F)
Seat WTB Vigo Race, Pivot Logo
Seatpost KS LEV dropper




(Top) Flush-type headset cups maximize the area of the head
tube junction without adding height to the handlebar controls.
Forged-aluminum rockers rotate on double-row Enduro Max
ball bearings. The use of a 92-millimeter-wide PressFit bottom
bracket provides the maximum width to stiffen the frame there.
The asymmetrical swingarm is a convincing argument for carbon.

Construction Notes

Pivot’s Carbon frames are made in Asia, by a relatively small factory that limits its production to making elite level frames and components for a handful of lucky brands. The carbon comes primarily from Toray of Japan, and the molding process used in their construction is just finding its way into the most elite-level factories. While the choice of carbon material defines the best from the rest, getting the layers of carbon fibers aligned exactly in the correct orientation and then squeezing them together evenly and with sufficient pressure is of even greater consequence if the goal is to make the lightest, strongest and most reliable structure.

bigquotesThe Mach 6 traces a similar profile as its predecessors, but with well-formed lines and refreshing simplicity.

The Mach 6 frame begins with a stiff plastic shell, molded to the final shape of the part. Layers of carbon are applied to the rigid shell, which fits the steel mold perfectly, so when the mold is pressurized and heated, the carbon layers remain in place while the resin first liquefies, and then catalyzes to its final hardness. Like all monocoque molded carbon structures, the internal pressure is applied with an inflatable bladder, but in the case of the Mach 6, the bladder pressurizes the semi-rigid shell, which in turn squeezes and cures the layers inside the mold with better compaction - and also provides little or no chance for the fibers to migrate from their planned orientation when the carbon matrix is in the slippery, liquefied stage. Essentially, each frame requires two sets of molds: one set to make the semi rigid plastic mandrels and another set to produce the finished parts.

What this means to riders, is that the Mach 6 is light enough to be ridden like a trail bike, laterally rigid to the point where it can hold its line through the scary stuff like a DH sled, and it can take a beating in the hands of a rider who is willing to pay for the price of progression in his or her own flesh and blood. It also means that both the inside and the outside of the Mach 6 frame emerge from the molds in near-finished condition, so all the important bits, like its tapered headset, PressFit bottom bracket, the suspension rocker bearings, even the seatpost, fit just right, every time.

Aesthetics are important to Pivot, but not to the degree that Chris Cocalis will let good looks get in the way of proper suspension placement and frame-strength properties. Some have criticized the curving braces, bulbous bottom bracket forgings and grotesquely offset linkages that the designer has employed in the past to sneak away the last few grams of weight, or to add a handful of Newtons to the torsional stiffness of his welded-aluminum frames. The Mach 6, however, takes full advantage of carbon’s exceptional strength and its molded construction to transcend the limitations of aluminum.

The Mach 6 traces a similar profile as its predecessors, but with well-formed lines and refreshing simplicity. The lower brace for its asymmetrical swingarm, for instance, adopts a rectangular profile to maintain the greatest cross-section while arcing around the tire to maximize mud clearance. Indentations blend the transition where upper rocker link meets the front section of the frame, while keeping the seat tube’s profile as wide as possible for pedaling stiffness. Rubberized leather frame protectors are bonded into molded recessions in the right-side swingarm and the downtube. External cable guides are faired into the frame and the lines for the shifters and dropper seatpost are routed internally. It’s a sweet looking bike.

Pivot Mach 6 Carbon - reviewed - test - 2014


Suspension Details

Pivot has a longstanding relationship with Fox Suspension, so it comes as no surprise that our Mach 6 was outfitted with the Float X reservoir shock and a 150-millimeter-stroke Float 34 CTD Kashima fork. Like most high-end mountain bikes, the Mach 6’s shock is custom-tuned to match the unique leverage curves of its dw-link suspension. The fork, however, was reported by Pivot to be an off-the-shelf factory tune – a notion that had us concerned that it would duplicate the mushy performance of earlier Fox CTD sliders. As testing progressed, though, it became clear that Fox had put those issues to rest. Pivot says that the Mach 6 is suitable for forks with 150-160 millimeters of travel.

bigquotesThe new Mach 6 strikes a better balance, with a lower, more stable feeling ride height, and with pedaling that remains just firm enough to accelerate and climb with the shock's pedaling aids switched off.
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Cocalis stated, in a discussion about the Mach 6 Carbon’s revamped dw-link suspension curves, that shock makers put the external suspension adjustments on there for a reason and that the slightly reduced anti-squat in the suspension provides riders with more tuning options and a suppler, deeper-feeling suspension action. “Anti-squat” is configured into the suspension geometry to counter the tendency of the rider’s mass to lag behind and compress the rear suspension with each acceleration of the pedals. Previous Pivot designs used a lot, which earned them a reputation for being excellent climbers with the suspension set wide open. The negative side of all that anti-squat was that the suspension was hyper sensitive to spring pressure and compression damping changes. The new Mach 6 strikes a better balance, with a lower, more stable feeling ride height, and with pedaling that remains just firm enough to accelerate and climb with the shock’s pedaling aids switched off. With the Float X’s CTD low-speed-compression lever set in the middle position, pedaling is as firm as anyone needs, except for a fussy XC racer, leaving the maximum platform option available for road rides and such.

Pivot Mach 6 Carbon - reviewed - test - 2014
  (clockwise) CNC-machined aluminum caps conceal double-row bearings that help keep the dw-link rockers free from side play. Note how the yoke captures the shock eyelet in the vertical plane. Pivot installs a plastic sag meter to assist in setting up the shock pressure. The gauge sits at about 30-percent of the shock stroke. Fox finally got its Float 34 fork set to rock and roll and it is well suited to the Mach 6. Another look at the shock yoke shows that it pivots from a different location than the rocker link, perhaps to modify the leverage rate of the suspension.


Physically, the Mach 6 rear suspension differs from some designs, because it uses a yoke extension adapted to the shock to place the damper in a better position in the frame, as well as to moderate the beginning and end-stroke changes in the suspension’s leverage-rate curves. Pivot’s design does not require a custom shock, which is good news, because the nature of the beast suggests that many Mach 6 owners will want the option to switch out their shocks to coil-over types, or the damper of the moment. The business end of the yoke simply fits into the existing shock eyelet. As mentioned earlier in the text, Pivot installs double-row sealed ball bearings in the highly stressed rocker links, while single-row bearings are used in the yoke assembly.


Component Shout-Outs

Our build differed from the stated components in a few respects. Both tires were Kenda’s 2.2-inch Honey Badgers, which seemed under-gunned for a bike in the AM/enduro arena (a more aggressive, 2.3-inch Nevegal II is standard spec up front). Happily, the seatpost was upgraded to the KS LEV Integra dropper option. The stem was an FSA Gravity model, which was better suited to the bike than the SLK, which is normally spec'ed. Further highlights include DT Swiss XM 27.5 350 tubeless wheels. The 27-millimeter outside and 22.5-millimeter inside dimensions are more than adequate for aggressive riding, although we'd like to see wider rims in the future. The carbon, 740-millimeter Pivot Phoenix riser bar had a natural feeling bend and sweep-back angle, and the WTB Vigo Race saddle was also remarkably comfortable. For the drivetrain, Pivot chose a Shimano XT two-ring crankset with a sensible. 38 x 24-tooth gear ratio. The direct-mount front derailleur was also an XT item, while the rear mech' is a clutch-type long-cage XTR Shadow Plus model. If you are going to ride a two-by ten with 26 or 27.5-inch wheels, this is probably one of the better gearing choices. All totaled, our Mach 6 Carbon was well appointed, but decidedly on the lighter side of the all-mountain spectrum.




Pivot Mach 6 Carbon - reviewed - test - 2014
bigquotes The Mach 6 feels lower and more capable than any Pivot we have ridden, but none of that seems to come at the expense of its agile feel in the steering department.
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Some bikes feel familiar after a few rides, but the really good ones feel as if you have owned them for a year after only a dozen pedal strokes. The Mach 6 Carbon is an easy ride in all respects. It isn’t overly sensitive to suspension setups and it requires very little from its pilot to negotiate technical terrain. When a bike clicks with its rider like the Mach 6 does, the legs feel fresher, the mind is sharper and the body stays more relaxed. It probably helped that the first ride on the Pivot took place after a light rain and any soil that actually existed in Sedona was certified hero dirt. Throughout the test period, the Mach 6 never showed us a bad day. The bike seemed ready and willing to hit anything that was thrown in front of it and it was one of the best pedaling all-mountain/trail bikes we have tested in recent times.

Setup: Pivot’s toned down anti-squat makes setting up the Mach 6’s suspension straightforward. Set the shock with the sag meter, run the Mach 6‘s negative travel at 20-percent and begin with the dials set at Fox’s recommended settings – exactly half way out from full slow – and both ends of the suspension will be darn close. Sedona’s chunky rocks and steps dictated that we back the low-speed rebound off a few clicks to ensure that the wheels could find their way back to earth when we were going fast. The CTD tunes of the new Float X damper provide more dramatic steps than previous Fox shocks, so the middle position is all that most riders will need or want for a firm pedaling platform. Internal changes in both the fork’s and shock’s compression tunes mean that the Mach 6 rides level and doesn’t dive under braking nor while descending, which restores the CTD lever as the useful tool it was originally intended to be.

Pivot Mach 6 Carbon - reviewed - test - 2014

Climbing - acceleration: The Mach 6 is a fast rolling bike, and its Kenda Honey Badger tires reduce its rolling resistance in all theatres of operation. The tiny tread blocks of the 2.2-inch Badgers provided a surprising degree of grip, even on the gravelly climbs, assisted no doubt by Pivot’s newly configured dw-link rear suspension that manages to keep the tire connected to ground while gobs of torque is being fed into the drivetrain. Acceleration feels responsive and there is ample room in the cockpit, with the medium-sized frame’s 23.6-inch effective top tube length, to jump up and pedal comfortably out of the saddle. The slack-ish, 71.5-degree seat angle will feel even more slack if the rider chooses to climb steeps with the shock set wide open, which encouraged us to use the Float X’s easily accessible, side-mounted CTD lever for any prolonged ascent or for fast-paced, rolling trails.

Balance - cornering: A hidden benefit of the Mach 6’’s slack, 71.5-degree seat angle is that it allows for a longer top tube without adversely lengthening the bike’s wheelbase. This makes the chassis more maneuverable, and also places the rider in a natural ‘attack’ position between the wheels. The effect is that the rider is rarely caught out of position when faced with a surprise corner, climb or descent. Pivot got the bottom bracket height of the Mach 6 just right: Low enough to make the chassis ride up and out of holes, but not so low that we were bashing the pedals on every stray rock like an early 2000 model Specialized. This is attributable to Pivot’s choice of 27.5-inch wheels, which provide .4-inches (10mm) of bottom bracket drop. Insignificant as it may first seem, the magic of having the bottom bracket axle sit below the level of the wheel axles gives the chassis far more stability in the turns and over chunky terrain than its 13.6-inch BB height number would suggest. Another possible benefit is that, similar to the feel of a good 29er, the mid-sized-wheel Pivot handles turns as if the G-forces are pushing the tires into the dirt. The Mach 6 corners with conviction, tending to drift evenly when pressed beyond available traction – which turned out to be a good thing, because its tires lacked the edging grip of a proper all-mountain tire. We could have pushed the Pivot a lot harder through the bends had it been better equipped for the task.

Pivot Mach 6 Carbon - reviewed - test - 2014
  The Mach 6 has a balanced feel fore and aft that boosts confidence on the downs and traction on the climbs.


Suspension performance: The Pivot’s neutral feeling fore/aft weight balance played well with the distinct performance of its Fox suspension. The chassis remained calm and ready for anything, up or down, which removed a considerable burden from the riders because we didn’t have to search for perfect lines. Barging over the chunky sections was always an option when we missed the opportunity to ride around them. For the truly steep and technical rides, we used about ten psi more in the fork and a slightly softer spring setting for the shock to adjust the bike’s ride height for Sedona’s innumerable ledges and drops. With the CTD left wide open, the Mach 6’s suspension levels the terrain without feeling mushy. We gave the Mach 6 plenty of opportunities, but there was never a sense that the fork or shock was bottoming. Riders seeking the silky smooth feel of a proper gravity bike may be put off by the firmer feel of the Pivot’s suspension. It eats up the big hits and it erases the small chatter quite well, but that said, the rider can always feel what is going on between the rubber and the trail surface. Contemporary riders often set their bikes up a little harsh to achieve a similar level of communication. The Mach 6 accomplishes this without forcing its rider out of the comfort zone.

Descending - technical terrain The simplest way to describe the way the Mach 6 Carbon handles downhills and high-speed sections is that when we looked where we wanted to go, the bike would figure out how to make it happen. Positioned naturally between the wheels, the rider can easily loft the front wheel, pop off of a lip, or catch a sliding rear tire. The Mach 6 feels lower and more capable than any Pivot we have ridden, but none of that seems to come at the expense of its agile feel in the steering department. Some all-mountain bikes deliver a secure, big-bike feel down the steeps, bolstered by ape-hanger handlebars, heaps of suspension travel and a fad-slack head tube angle. Top bikes in the latter category descend like their riders are winning a boxing match, which, admittedly, is pretty damn fun. The Mach 6 Carbon, however, carries its speed like a panther - with calculated movements, springing off of ledges, threading through technical sections, and leaving distinct tracks where its tires have sliced precise arcs around each turn. The ease of which it moves down a mountain has a calming effect that seems to provide a ten-percent margin of error, which more often than not, results in heroic recoveries from mistakes that should have been wrecks.

Issues: Only three complaints were repeated by test riders and all were easily solved. The first was the KS LEV Integra seatpost that constantly crept down about ten or 20 millimeters every hour of riding. The process was slow, so we wouldn't notice until our legs felt like they were going flat because the saddle height was too low. We were blessed with hero dirt for most of the test period, so the 2.2-inch Kenda Honey Badger tires hooked up well - but the Badgers became bunnies when we pressured them to carve high-speed corners. The only other oddity that we noticed was that, in spite of the silencing action of the Mach 6 Carbon's rubberized leather swingarm protectors, the drivetrain made a lot more noise than any of us expected when we were banging over the rocks. Perhaps the explanation is that the lion's share of the bikes we were testing that month had super quiet SRAM one-by drivetrains, and all the clatter of the Mach 6 was simply the chain arguing with the steel front derailleur. Maybe the clutch failed on the XTR rear derailleur. Whatever the reason was, we found it annoying.

Pivot Mach 6 Carbon - reviewed - test - 2014
  (Clockwise) Pivot's decision to use a two-by-ten Shimano drivetrain proved to be a good one, in spite of the fact that our test riders would have preferred a wide-range, one-by setup. Shimano ICE brakes and rotors are the ones to beat. We were impressed by the fast roll of Kenda's Honey Badger tires. A network of depressions molded into the new Pivot locking grip creates the sense that the grip is smaller in diameter.


Component Report

Throughout testing, only one component on the Mach 6 Carbon gave us trouble and that included air in the tires and possible wheel truing. What did concern us, in regard to the bike's components, was that the dropper seatpost is an option and not listed as standard equipment on a $6099 carbon fiber all-mountain bike. One would think that the remote-actuated dropper seatpost defines the category.

Shimano two-by-ten drivetain: Good - We were ready to rap the Mach 6 Carbon's knuckles for showing up with a front derailleur, but given the fact that Shimano doesn't make a cassette (yet) that has low gear larger than 36 teeth, the quick shifting 38 x 24 chainring combination is as good as you're going to get from the Japanese component maker this season. The gear ratios proved to be far more useful than we anticipated and shifting, as expected, was near perfect. Bad - having a remote dropper lever near a shift lever stinks. The only time you use your left hand on an AM bike is in a do or die situation, where hitting the wrong control is not an option - Shimano insists that you have that option.

KS LEV Integra dropper post: Good - internal cable routing, an easy-to-adjust saddle-clamping mech' and a smooth-acting pneumatic extension system make the KS the main competitor to RockShox's Reverb Stealth. Bad - having the post creep down while pedaling is downright annoying. It's hard to believe that suspension makers can keep the air and oil inside a shock that sees a million cycles a month, while dropper post makers have struggled for five years to keep the same elements inside a seatpost that sees only a few hundred cycles in the same interval. The good news is that KS is aware of the problem and has made the necessary changes.

Shimano XT ICE brakes: Good - brilliant feel, powerful stopping and consistent in a wide variety of temperatures and weather conditions. Bad - not having XT ICE brakes.

Kenda Honey Badger 2.2-inch tires: Good - super tacky rubber sticks to anything and doubles the effectiveness of its minimal tread blocks. If you live where there is ample grip available, the Honey Badger will corner consistently and roll like a cheater XC tire. Bad - as mentioned, it's not aggressive enough to play with the big boys in the AM/Trail sand box. We'd probably leave the rear tire on and switch to a 2.35-inch Schwalbe Hans Dampf or a Maxxis High Roller for the front.

Fox suspension: Good - Now that Fox has adjusted the base compression curves for its Float 34 forks, they feel impressive throughout the speed range. The Float X reservoir damper was a winner from the start, and the Mach 6 owes some of its versatile performance to ts easily accessed, side mount CTD lever. Bad - We'll take a lot of heat for writing good things about the 2014 versions from riders who remember the poor performance of the original Fox CTD suspension.

Pivot Mach 6 Carbon - reviewed - test - 2014


Pinkbike's Take:

bigquotesPivot's Mach 6 Carbon is one of the most enjoyable bikes we've had the opportunity to test-ride. It feels light under saddle, accelerates with a quickness that is rare in the all-mountain category and it climbs like a goat. We have come to expect those attributes from Pivot's mid-travel trail bikes - that is what designer Chris Cocalis does best. What we did not anticipate was the leap that the Mach 6 Carbon has made beyond its predecessors in its descending and technical performance. Pivot's latest creation is already gaining respect among the sport's top riders for its outstanding versatility and it will no doubt be touted by many owners as the "one bike to rule them all." The Mach 6 Carbon could do well in pro-level enduro competition and with a competent rider on board, it can shred DH trails. But you don't have to go big or go home to enjoy the Mach 6. Assuredly, its strength and capabilities far exceed the genre, but it is genuinely enjoyable in the role of a trail bike - and if the climbs are technical enough, and you have the legs, the 155-millimeter Pivot may earn you a KOM or two. Speculation aside, we came across a Mach 6 Carbon owner during testing who summed up this entire review in two words: 'Eternal smile,' he said. 'That's all you need to write about this bike.' - RC


Pivot Cycles


168 Comments

  • + 59
 They could easily fit 5 more Pivot logos on that frame. Wait, is this a Pivot?
  • - 1
 Ya comes off as mega insecure. It's a great bike. One Pivot logo on the DT and a nice headbadge is all it needs. Let the shred do the talking.

Maybe one of the Power Rangers actors bought into Pivot and is working in the art department?
  • + 12
 my giant glory had "giant" on it something like 13 times haha, theres a few guilty companies out there.
  • + 49
 The more stickers, the faster the bike. It's Science!
  • + 1
 My buddy just bought one. The grips have the logo like 15 times each. Even the rear shock has a logo on it. We were joking about it and then found this article. He had to get a loan to buy it though... literally--I wish that was a joke. Cool bike though.
  • + 25
 has someone plotted head tube angle vs time?

by 2016 we will all be rocking 65* all mountain bikes looking back saying what the hell were we thinking with 67*
  • + 12
 Absolutely, the formfactor for marketing is clear. Half a degree of slack every year. Things just ride better and faster with slack angles. All things equal, headangle is the only way to improve bike from previous modelyear. Fox CTD, same shit, repackaged. Not an improvement. That company lost the plot completely.
  • + 2
 I have 65° head angle on my Nomad since last year Smile
  • + 7
 Faster you go, the slacker head angle you need - there is nothing more to say about that. What is the ratio of head angle to skill is another issue. It is no secret that many people ride too much of too soft suspension, now we will have too slack angles for too slow people riding them. The very idea that slack&low can be only great for anyone anywhere is false since Sam Hill kicked the door open and Fabien Barel took it to another level. Slack is providing stability, but at low speeds you need some nimbleness, and unfortunately those slack angles will be ridden quite slow, so it may hold some people back instead of giving confidence to shred harder... Another thing that I hate is those steep seat tubes - 74,75 - WTF? Aren't you ever going to do at least a bit of standing pedaling? Because if you try you'll get the seat right in your arse! I get it for bikes above 6" of travel as those are usualy designed to be ridden in big mountains, and that equals long ascents, and you sit on those, but on 5" trail bikes for people living in the hills? What the hell man? People just like to put a sticker on stuff saying: "confirmed to be better".
  • + 6
 It's actually not just about the head angle I think, as the idea is about having your front wheel farther ahead. There is another option which is getting on a longer frame (I mean Reach value) with a shorter stem. I actually would like to extend my frame a bit (if it was ever possible) and close a bit the head angle (0.5-1°) as I sometimes found 65° was overkill for me, in some tight steep turns when you need to flick your bike really fast. But getting a new frame is not an option, playing with an excentric headset would be exciting but may cost me way too much for a minimal gain as I won't get much more than 5 mm offset. So last solution: I just have to improve!
I personally value those steep seat angle though, no mater the bike (DH excluded of course) and you can't really get around that with the current trend of bikes with longer reach, otherwise you'd be way to stretched in sit position. But the readability of those angles is quite confuse with more and more bikes sporting a kinked seat tube, or just an offset like the Pivot above. Some manufacturers provide you with Actual and Effective seat angle but I always have the feeling the Effective seat angle is measured at a ridiculously low saddle height.
  • + 1
 Mnah, I think 65 is still ok, particularly if you ride in the mountains, but the thing is that it all depends Smile Steep head angle also offsets problems with handling on uphills with slack head angle, as it moves your weight forward and destabilizes a bike that is way too stable for the speed it's riding when climbing.
  • + 3
 gotta say, since droppers have come into their own: I'd rather have a steeper seat angle on a slack bike. you already need to move your weight forward on a slack bike to keep the front end down on climbs (there are other factors involved in front wheel loft, but I'm generalizing,) and I can drop the seat if it gets in my way for standing. If it's too slack, though, you can end up with a poor position for seated pedaling, (knees in front of hips) and it restricts your dropper post choice, since a few brands only have a setback dropper. I've had back problems from riding certain bikes for exactly this reason.
  • + 1
 Personally I think that headangle is still too steep! I want a 64-65º headangle on a 160mm bike. If I stuck an angleset on that bike to get a 65º HA I think the bb would be too low! Slacker is better up to a point and ofcourse it depends on where you ride.
  • + 5
 For 26 inch wheels, your 65-degree head angle would be on the money, but with 27.5 inch wheels, a 66 degree angle puts the performance and steering in exactly the same place. There is a learning curve that comes with every new technology.
  • + 1
 Richard, how is 65 on those infamous NS skinnies, pedalling beside cliffs and setting up balance to go for shutes? Big Grin
  • + 5
 No one rides skinnies anymore except dangerous dan, and they're all on bowen island now!
  • + 8
 North Van has plenty of skinnies, doesn't seem to matter what my head angle is, still fall off.......
  • + 3
 Ok, forget the skinnies, as if they never happend. How is the Slaeeeck when coming close to a technical feature at low speed? When you need precision at lower speeds - happens on my trails all the time (I also have plenty of wooden bridges). Or is everyone just riding Enduro and Park these days? I do accept that possibility that it may be only me who is weird.
  • + 1
 I am aware of the compensation that 650b wheels have on headangle so I should have said 65º for 650b and 64º for 26in. I personally ride with a 62.5º with a 650b front wheel but then my all mountainbike is also my DH bike and I live in the alpes where things tend towards the steepside.
  • + 1
 To your point, its now 2016 and although 65 wouldn't sound completely crazy I believe its pretty well settled. I have to add that my 2007 Specialized SX had a 66.5(I believe) HT angle which did sound very crazy then. That bike rocked on anything with a decline and sucked to pedal on flat or hills. We have come a long way in the last 10 years.
  • + 23
 Pivots have always been sexy bikes ruined by the ugliest graphics ever. I'm talking 90s supermarket bike bad, like cutout stickers glued on by a first grader.
  • + 14
 I must be one of the only ones thinking it looks good...
  • + 10
 Nope. I think it looks great too.
  • + 3
 Stunning bicycular transport! Dang this consumer culture!!! I want one! I should be grateful for my SB95.
  • + 0
 I complain about about so many bikes looking similar, but I eat my words when I see the 'tribal tat' scheme used on the Pivots. blah! Though the March 6 is getting better...
  • + 0
 I agree. And in the MTB world, appearance sells bikes. They really need to hire an outside firm to redesign their graphics.
  • + 4
 I'm not a fan of big bold graphics on mountain bikes. That's why I'm in love with my Stealth Mach 6. Easily the best looking of the three IMO.
  • + 3
 Geesh, you guy sound like my wife. It's too this, it's too that. They should have done this. Why did they do that? It's almost like you work for a competitor. That happens in my industry. The competing brands get on forums and flame the competition. Not saying that is happening but some folks seem to have a lot of emotional investment over goofy graphics that change every couple of years anyway. Don't worry about the graphics, the bike is so fast you won't have a chance to look at them. I am logging faster times on a local downhill speed run on my Mach 6 than on my Specialized Demo 8. Beauty is in the eyes of the beholder and pretty doesn't win races…

All joking aside… Tolerance my friends, tolerance. The heart likes what the heart likes...
I love this bike. I plan to buy it something pretty for Valentine's Day.

Any day on any bike is better than a day at the office, I'm just saying...
  • + 2
 Hey Biking Viking: I think you may be taking us all a little too seriously. That bike is a stunner, and the stickers or paint doesn't change that.
You only have to be on Pinkbike for around 35 second to realise that we are all just a couple of old hens sitting around having a bitch and a gossip.
  • + 1
 Alright, I confess I am new too the site. Thanks for righting my course NickBit...
  • + 13
 The Mach 6 is the topic of most conversations at my shop. We have a test bike and have swapped a number of parts including the fork, and the fork's travel. I know everyone who says they're aggro thinks 67 deg is not slack enough but how many of you are riding 27.5? With the bigger wheels the grip is improved, The bike feels more secure on steep drop ins, and the bike feels a tad more lazy. With the HA steepened slightly everything comes into check. One of the greatest attributes of 27.5 bikes is the ability to steepen the HA a hair so there is more front wheel grip on long sweeping dusty corners all the while having a rock solid feel when dropping into steeper rock roll ins and such. This also helps liven up the bike and improves climbing as well. As stated in this review, turning a Mach 6 simply requires the rider to look around a corner and the bike tracks. The latest crop of super long/slack 26er aggressive AM /Enduro bikes have pushed the geo to the point that they excel on super steep stuff at the expense of having versatile feel over the course of a whole descent. Most trails have just as many blown out loose corners as they do have steep drop in type turns. The days of "guiding" the front wheel through a corner on a long, slack 26er are in my rear view mirror.
  • + 3
 Get out of my brain, sir: exactly what I felt on a 27.5" bike.
  • + 3
 At Krispy, I agree with everything you say and feel slacker is not necessarily better for optimum handling and feel of bike on a given ride. For example, I have my Rune in slackest setting at 65* (to have the lowest BB setting) and is only benefited with doing steeper, open, higher speed descents while giving up some responsiveness in turns and other quick directional changes. I could see with the slightly bigger wheels, this would be enhanced of slower steering, slower reaction to trail changes.

What fork travel have you found to work best with Mach 6? and is stock geometry based on 150 or 160 fork? Looking at the M6 and it's intent of trail/AM shredder, I think it would benefit from steepening it a bit 0.5-1* front and back and lowering about 1/4". I recently demo'ed a Troy with this geometry and did well under aggro trail/AM riding, but even feft the front end needed to be dropped even more due to bigger wheels for optimum up/down trail traction and shred, but it did have a taller HT and bar height (at least an 1" higher than what I am used to). Thanks!
  • + 2
 I believe the geo is based around a 150 fork, most likely a Fox 34 since that's what's specked on it. We tried that, and a 160 Pike, then a 150 Pike and have found the 150 Pike to be our favorite so far.
  • + 1
 Thanks good to know. I do a lot of long, steep grinds to rowdy descent and use dropper forks (160/130 Lyrik DH currently on the Rune) and would be tempted to go 160/130 Pike, but not if it slackens and steepens it more. So, sound like Pike 150 is the way to go, but still a little slack in back end for long, seated climbs. I am just going to have to wait til' I test one here shortly to see how it does. I guess worse case scenario I could always go 150/120 34 Talas?
  • + 4
 Off topic but I'm guessing that this is the same Krispy as on the classic freeride video Double Down? If so, big props. You're a pioneer! Fast forward to 22:00 www.youtube.com/watch?v=2wkfbHFiRjc
  • + 1
 So Krispy, whats the general consensus then at the shop on the Mach 6…a favourite there? You've been on an SB95 for the last couple seasons now, you making the switch to this?
  • + 5
 Yep that's me! From 24x3 to 27.5x2.35 haha.
  • + 3
 The Mach 6 is the bike to have for this catagory. We all love it to death. I ride a Giant Trance Advanced with a Pike 150. Giant supports me, and with so many locals on the M6 I figured I'd ride something different. I like the 140 travel of the Trance, with my skill level I can get away with a slightly smaller bike for a bit more speed snapping corners and hopping over stuff. The geo of the Trance also happens to fit me well.
  • + 9
 You totally had me until 71.5' seat angle. Um, the seat tube angles get slacker as the sizes go up? That's not how tall people work. We need steeper seat angles not shallower. Slack seat angles, high seat heights and long femurs mean tall riders get put way too far off the back when climbing.
  • + 9
 I have rearly read such an amount of bullshit about carbon fiber process. It might well be what Pivot PR said but come on... The resin won't CATALYZE to its final hardness. " the carbon matrix is in the slippery, liquefied stage". The matrix is not carbon per say. And the carbon certainly won't liquify...
It's always nice to get insight on how things are done, but basically this things should be written by an engineer.
And it's not the first bike to be made from carbon fiber right away. Example: Evil Uprising.
  • + 5
 It is also not as if most of bikes these days were not made in two factories, all using nearly identical process...
  • - 5
flag Aibek (Feb 3, 2014 at 3:19) (Below Threshold)
 Yeah, but carbon is enduro ! (unless you get some dot fluid on it , and then its a pile of plastic).
  • + 5
 Actually, resins do catalyze, in the fact you put catalyst in them to make it go off. And it wasnt saying the carbon was liquified, just the fact that with wet resin in there it will be slimy and able to move about before curing
  • - 2
 No resins won't catalyze. They will react, potentially in a chain reaction, upon action of a catalyst that will catalyze the reaction (or trigger it in the case of chain reaction, quite typically for an epoxide type resin for example).
As for the liquifying question I totally understood what RC meant but I'm sorry, that's not what he wrote. If you make a description make it real and clear, or avoid it.
Still, I'm very interested in swinging a leg over this wonder especially after having been so impressed by the pedaling ability of the Mach 5.5 that I found equally as impressive in terms of discomfort. This one seems more balanced.
  • + 29
 I knew everyone on PB was a mechanical engineer, but wow, now we're all chemical engineers too!
  • + 0
 Yep, there are plenty of talents here Big Grin
  • + 8
 please don't forget that everyone on the forums is a bike mechanic too. A busy lot to say the least!
  • + 5
 The epoxy type resins impregnated in the carbon material used to make frames are premixed and will begin to catalyze from the moment the material is produced. To prevent this from occurring, the material is stored at freezing temperatures, which slows the process. When the pre-impregnated carbon is heated during the curing process the resin does liquefy, and in fact, vents are used in many molds to allow the excess resin to escape and thus provide am more compacted carbon composite part. Depending upon the type of bladder and the design of the mold, the carbon layers can shift during the initial part of the process.
  • + 0
 Sorry for begging for neg props again...
en.wikipedia.org/wiki/Catalyze
oald8.oxfordlearnersdictionaries.com/dictionary/catalyse

Now as nobody cares about chemistry or the appropriate use of english verbs, let's talk about BIKES!

In the article it is mentioned the KS LEV constantly crept down, and you say this is a known problem (nice they still sell them meanwhile BTW). My question is whether this is exclusively a problem concerning the Integra version or all of the KS LEV? Thanks for your reply (and your patience with my comments Smile
  • + 8
 I think it makes sense more if you break it down...
Catalyze
Cat a lyze
Cats are Lazy

So there you have it, simple when you know how. And I can prove it because my cat sits around doing f*ck all all day getting fat especially when she is stored outside in freezing temperatures.
Has that helped?
  • + 7
 Its funny but Id be quite keen to try a float X always lieked Fox shox, Ive been very impressed with my new Monarch but the sealing definitely isnt up to fox standards.

The forks on the other hand, well now Ive got a new Pike, I cant see a single reason to go back to Fox, fair enough if it comes specced on a new bike but my Pike is superb - sealing on the RS forks is fine, the wettest winter in 250 years here in the UK and they are spotless inside, so thats not a worry, performance is excellent, nice and light, very stiff so that just leaves 2 things, price and looks, well the black stanchions on the pike are a win for me seem very hard wearing and look much better than the fox kashima/snakeoil colour and then theres price- Pikes are 25% cheaper than the Fox, its a no brainer.

Oh yeah the Pivot looks and sounds ace- though mud clearance ?
  • + 1
 In 2014 the Monarchs moved from an o-ring to a quad ring above the air can dust scraper, and I have not had issues with my Monarch holding in lubricant as with previous model years.
  • + 1
 Im running a 2014 (OEM) one and I had to take it back to my LBS, the sent it off to be serviced and it was full of dirty water, never bee jet washed had done a couple of hundred km of very muddy and wet trails
still a nice shock!
  • + 2
 The tire clearance thing was an issue for me too, actually didn't by a 27.5 firebird just because of it. Wonder if it is because Cocalis lives in the desert.
  • + 6
 Had a love hate relationship with VVP linkage issues on Intense and noodlely rear ends,but was loyal and had felt was still the best design out there.after I had a major shock linkage fail at an Enduro event on my Carbine 27.5 I had had enough.I had also owned a Ibis Mojo SL and so was familiar with the feel of the DW link and impressed me greatly especially in small ring climbing efficiency,now having been on my Mach 6 for several months I can say that Mr Cunningham's description is very accurate,and yes Fox did figure it out and got it right! so far I have found nothing to dislike and or have had any issues with bike thus far.the fun factor is always on high,from slow tech to all out DH runs it delivers!!!
  • + 7
 Here's a perfect example how this bike sends it!
vimeo.com/85056372
  • + 1
 zoinks, scoobs
  • + 1
 That's getting right after it!
  • + 1
 Well those jumps looked fun.guessing socal?
  • + 2
 Chris Powell is an ANIMAL
  • + 1
 Come up short on those doubles, and it ain't gonna be pretty.
  • + 1
 This is on your Mach 6? Super smooth? Great vid! Can't wait to get my Mach 6 next week, now this f$&kin snow just has to melt for me to get to ride and see for myself!
  • + 2
 Had mine for a month and came off a Carbine 275. I waited two months to get mine (another two month wait for the Stealth color). Worth the wait and every penny. VPP is solid, but this version of DW is on a whole other level. Bike does everything better with less effort and more speed. RC got it right with riders paying for progression with their own flesh and blood. I stacked pretty hard last week, going down on my face. This bike is so fast that a full face helmet seems like a good idea! It climbs so well having a XC bike seems like a waste of money. I know some of the geo numbers look off, but it all comes together on the trail.
  • + 2
 Nice review! I rode the Mach6 and really liked it but didn't feel it was THAT much better then my 5.7. Sure its more straightline and bomber on the descent but I felt it took away from the nimbleness of the 5.7.

Kinda like comparing a 100mm underfoot ski to a 110 underfoot ( it is ski season afterall... ).
  • + 2
 The suggestion in the article that the Mach 6 has manages to subdue over-sensitivity to spring pressure and damping rate changes, a traditional flaw with the DW-link according to the writer, due to a move to more modest/reduced anti-squat levels is incorrect. The anti-squat levels of the Mach 6 are slightly increased over the Mach 5.7 in line with all of DW's recent designs. See this URL: linkagedesign.blogspot.com.es/2013/08/pivot-mach-6-650b-2014.html.

The major change with the Mach 6 is the changed leverage ratio curve (as well as the special shock tuning). The notable effect is that there is more escalation in the wheel rate in the latter portion of travel. This allows the rear suspension to benefit from a good ramp up deeper in travel while remaining quite sensitive around SAG. The older LR curve had little escalation and high performance results required the use of shocks capable of a good ramp (e.g. the DB) and effective fine grained tuning. The sensitivity referred to by the writer was a consequence of leverage rate design not anti-squat. The leverage rate issue moreover seems to have been resolved on this new bike.
  • + 1
 "Slacker seat tube angle allows longer top tube without increasing wheelbase length for a more 'neutral' attack position"
???

Stack and reach affect the attack position feel, not the top tube length. Slackening the seat tube to create more top tube behind the BB isnt going to affect the feel of the attack postion.
  • + 1
 Not exactly true. In the attack position, your butt is slightly back, while your weight is centered, more or less, between the wheels because your upper body is hinged lower and thus, more forward. A slacker seat angle moves the saddle closer to where your butt needs to be in the attack position, which makes the transition from seated to the attack position more seamless. In this way, the bike feels balanced in just about every situation because the rider's weight is generally more centered. There is a small reduction in pedaling efficiency, but the benefits for a bike that is designed to be ridden hard in technical terrain far outweigh that potential negative.
  • + 1
 Just bought a Pivot mach 6 XT large. This bike is bad ass. No complaints. Found a left over 2014 out of St George , got it for $4500.00 , It is the all Black Carbon. Sweet bike. I am adding a Reverb post and XT trail pedals. This will be my Enduro racer this year.
  • + 1
 "Good - brilliant feel, powerful stopping and consistent in a wide variety of temperatures and weather conditions. Bad - not having XT ICE brakes."
Love it and agree wholeheartedly.

"Bad - We'll take a lot of heat for writing good things about the 2014 versions from riders who remember the poor performance of the original Fox CTD suspension."
Good to hear they've improved it, I've yet to get trail time on a new model but I had no doubts. And i wouldn;t worry too much about the opinions of people who rode the 2013 stuff... id be more concerned about the people who didn't but then stumbled along following the 'trend'.
  • + 2
 Am I the only one who hates looking at Pivots because they're so mint, but you know you can't afford one?

I purposefully only glanced at this to avoid being bummed that I can't have it. Take that, world.
  • + 1
 @reformedroadie re short vs long front centre heckler I like that idea a lot! I could own most bikes out there right now and bought a Heckler by choice this year, fabulous ride marred by North American spec component options. With the exception of the deore brakes (which are excellent) I've had to replace everything else. I can understand why SC chooses to do what they do. The fact of the matter is if they made the Heckler with that ego it would negatively impact sales of the marque models. Why a simple single pivot Heckler? I purchased a personal copy of Linkage Design, what an eye opener that piece of software is.
  • + 1
 Nice Read Richard. Way better review than the canned, just as you would expect review from MBA. This bike may not be for everyone but I think it rocks. It rolls really fast and feels comfortable on almost everything I ride. It will climb steep stuff. I climbed climbed a stupid steep pitch getting to the second ridge of Magic Mike at Los Olivos Dirt Club last week. I thought for sure it would choke but the bike is part billy goat at took it in stride. They are right about the dropper though. I bought one for my Mach 6 and noticed the same thing. Total let down for an upgrade that cost as much as my first GT hardtail. Say what you want about the logos. The bike looks sweet. We don't all have to conform to what is deemed to be the "proper amount" of logo placement. Chris is proud of his bikes. He can toot his own horn if he likes. I plaster my bike club name on everything. Maybe that is why it does't bother me. Thanks again for the more in-depth review. Spot on my friend, spot on...
  • + 1
 cant wait to ride this. I've ridden the firebird at a demo and loved it, even though the shifting was messed up, so I only had 5 gears, it was before dropper posts, and I kept the seat down, I was riding flats even though I had about 1000 feet of climbing and never once got off to push. If this is lighter it can only be better.
  • + 1
 Pivot needs to update their sizing. After following Pivot's sizing chart and spending a few weeks riding a Medium Mach 6 trying to make it work, I felt jammed up and not as stable at higher speeds through rough terrain. One spin on a Large frame and I felt right at home. Long, low, and stable. I'm 5'9" and weigh 180 lbs. Size up in this frame if you like to go fast.
  • + 0
 You call this a review? Come on Pinkebike, what is this? Every other review you made is way better. This is more like an advertise from Pivot. No word about cockpit length (which is really short on the Mach 6) on the Pivot? You did this in every review in the last year...
This is worthless!
  • + 1
 Going to have to agree- this really seemed like a fluff piece. What about the geometry? How does that compare to other bikes on the market? How does the suspension feel- in smooth climbs? in tech climbs? on rocky descents? What upgrades over the stock kit would be good? Is that apparently small clearance between the shock dials and the downtube going to be an issue?

I'm seriously looking at buying one of these, but this review tells me absolutely nothing. "Its amazing!" Yeah, well so is pretty much every other bike on the market these days, that doesn't mean they're right for me.
  • + 1
 The geometry just seems off. way too tall and short. i'm 5'10", normally ride a large. The large pivot's reach is super short. The XL seems to be closer to normal, but the headtube is enormous.
  • + 4
 Some aluminum bike reviews would be great
  • + 4
 Kona process 134/153
  • + 3
 No one wants to read about bikes we could actually buy... that'd be pretty boring (albeit useful).
  • + 1
 I am deciding between this and a Bronson C. I've ridden the Bronson and loved it. How is the rear wheel tire clearance on this rig? Looks a bit tight from the pics. Riding on the east coast I want some clearance for mud.
  • + 4
 Save some weight, remove all the stickers.
  • + 2
 Love my Mach 6!!! I bought the same bike in stealth black but swapped out the fork for a Pike 160/130. Climbs the steeps as good as it rips the downs. Great bike!!!!
  • + 1
 Anyone have a recommendation for size, I am 5'11 with a 33 inseam. I came off riding a medium Fbird and it was too cramped for everything except going down! Any info would help thanks!!!
  • + 1
 I also put a 65mm stem on it and cut down the transitional blocks on the front Kenda Nav tire as its a pig. Lg weights 28.5lbs.
  • + 2
 Awesome write up! This is the trail bike I've been dying to get ever since I saw it first previewed back a few months ago
  • + 2
 beautiful bike all around, just bought an Ibis Ripley recently , don't think the wife will let me fork out another 6 g's Frown
  • + 3
 You mean you told her the truth? Brave!
  • + 2
 Better to ask for forgiveness than permission.
  • + 3
 So Pivot or Carbon Bronson???
  • + 1
 having ridden both on xc and dh stuff i found the pivot is a more capable ride… but the bronson is around 300grams lighter, you can fit a water bottle in the frame and it's a bronson. The suspension on the pivot is a lot more subtle when compared to the bronson which is a little stiff in its initial stroke.

IMO Bronson.
  • + 1
 Imo?


I was thinking of running the bronson with float x. Iv done a lot of DH however Doing a lot of all mountain now with location change. Which would you think?
  • + 4
 carbon Process 153 ;-)
  • + 3
 I'd say Range Carbon or Mach 6. Having demoed the alloy Range and Mach 6 it would be a toss up. The Range is playful, bringing the inner kid out and the Mach 6 is a trail rocket. Battle of the suspension designs, FSR - progressive vs. DW-linear. I went Range FSR this round.
  • + 4
 I would take the Pivot over the Bronson's dated geo and overall design, that being said it will be a Norco Range carbon over both!
  • + 1
 Pivot, gt, kona, bronson, range is my pecking order.
Maybe bro ovr kona until kona is carbon (maybe). Range has been worst climber, but I havnt seen review w/1x in 42gear etc. (Also has 160rear too)
  • + 1
 Please!
  • + 1
 I've ridden both the Bronson Carbon and Mach 6 multiple times each, and I would spend my money on the Bronson.
  • + 3
 I was making the same decision last October. I have owned both VPP and DW link bikes and like both. Ultimately I was looking for which bike was going to be more capable on steep, rocky, and technical terain since I was selling both my trail bike and DH bike to make the purchase. I rode the Bronson and liked how light it was but it felt like a blur which is not bad but not what I was looking for. I wanted something that felt more like a mini DH bike that can do hour long climbs. I know it's asking a lot but that's why ultimately I went with the Pivot.
  • + 1
 Thank you for the advice. I have a Bronson on order. however now I am really thinking about changing my mind. I was thinking the Bronson with the Float X but now maybe I should do Pivot. Im coming off the Cube Stereo so either will be a upgrade but need to get the bike. Decisions decisions.
  • + 1
 the right bike even
  • + 0
 @ jamessquare I think the Bronson will be much more capable with the float x. Plus Bronson's are easy to come by now days, my lbs has several in stock, but the Pivot on the other hand, you'll have a long wait.
  • - 1
 Seconded... a bronson with a float x would be the sweetest rig out...
  • + 3
 Not sure how? Dated geo and a somewhat inactive lazy feel. Santa Cruz is currently working on what will probably be a Bronson replacement, 27.5 Nomad.
  • + 3
 Kona Process 153. Fun and friendly going down, climbs well enough, and at least I can buy it without risking a divorce, and I doubt very much that the Mach 6 as sweet as I believe it is can ride $3k better.
  • + 2
 The new Kona design looks really good, they are selling a ton. The 3k difference would not be noticed when it comes to the fun factor, other than weight. Would come down to what one really wants and what his/her bank account looks like.
  • + 2
 Hard to get a hold of a Process 153 DL in fact it's impossible. Kona way underestimated the demand and the 2014's are gone for the year. They may be doing an early roll out of the 2015's in the summer according to my LBS. I'm hoping so.
  • + 1
 That's where the Knolly Warden comes in for me. Those will also be sold out, good thing I have a deposit on one.
  • + 1
 Looks like a sick ride. Enjoy it!
  • + 2
 size L is one of the hardest bikes to get in the industry at the moment with up to a month wait already
  • + 2
 Xt ice brakes good or bad?
  • + 9
 The best.
  • + 1
 Good... definitely not the best.
  • + 2
 Awesome!
  • + 2
 very good
  • + 1
 All of the above!
  • + 2
 excellent... XTR better (race for weight, trail for power and feel)
  • + 1
 I have Derby 40mm carbon rims take some rotational weight off which is always a good thing,and of course they perform well and look sic!
  • + 1
 It's always been on my buckets list just to ride a Pivot. They make some dang nice bikes!
  • + 1
 That's happening?
  • + 1
 lol no i wish... I probably need to make my way over to a demo shop sometime soon though!
  • + 1
 Is it just me or does the wheelbase and top tube look very short? Looks nimble with nice clean lines
  • + 3
 Yeah, and does Pivot measure their reach "differently"? Their XL reach is the length of most manufacturer's mediums.
  • + 3
 No they don't, which is my one issue. The geo is perfect for seated riding, but a 6 inch bike with a 66 HA needs to be tuned for standing aggressive riding. If it had a 74 SA and a 24" TT with a 17" reach (for a medium) it would be perfect. Slap a 40-50mm stem on and away we go.
  • + 1
 hypermoto Why is a longer reach more important when standing, as opposed to seated riding?
  • + 6
 When you stand up, the reach measurement represents the distance between the cranks (your feet) and the top of the headtube (hands). Your effective seated toptube length doesn't have to grow dramatically if you push the seat angle forward (steeper), so its not like you'll be stretched when seated. You have to accept a longer wheelbase when doing so, but it allows you to run a short stem which keeps you centered between the wheels. Check out Kona's geometry on the new Process 153 and you'll see what I mean. Link below details their approach and I feel its the right direction for aggressive riding. Hopefully the rest of the industry follows suit.

www.youtube.com/watch?v=mtrtDTp1g5Q
  • + 3
 The goal is to create room in the cockpit so you can load the front end without feeling like your over the front axle in steeper/higher speed situations.
  • + 1
 Well, do you like riding segways or mountain bikes?
  • + 1
 hypermoto Thanks for trying to explain it. So if you're primarily a seated rider (like myself) is longer reach not as crucial? And when I say longer I mean the 17" reach now being seen on some mediums - as opposed to 15.8-16" on the Bronson, Mach 6 or my large HDR.
  • + 3
 I would say yes its not as important. It really comes into play when you want to ride a short-mid travel bike in DH-like conditions (standing up, elbows out, loading the front end hard for more cornering grip). Increasing the reach and wheelbase gives high speed stability, and running a shorter stem keeps you in the middle of the bike, which allows you to move a round a bit more. This is important on bikes with less travel as you need to use your arms and legs to smooth out the trail. Bronson is pretty good to be honest, at 6'1" I'd be on the short side of their recommended sizing for an XL, but it'd be perfect with a 40-50mm stem. As long as you understand the numbers and ignore the sizing labels you should be fine.
  • + 1
 Any idea what bb they are using for the Shimano cranks? Shimano does not make a pf bottom bracket for their mtn cranks.
  • + 2
 Sure they do, Chris Cocalis (owner of Pivot) and Shimano co designed the system.

a href="http://www.go-ride.com/product/shimano-bb91-a-bb91-equivalent-press-fit-mtb-bottom-bracket-2460.htm">PF BB/a>
  • + 1
 PF30?
  • + 1
 No 30mm spindles for Shimano. It is not PF30, it is (essentially) PF24
  • + 1
 Can't wait till Santa Cruz offers some of their 27.5 single pivot bikes in carbon, game changer!
  • + 1
 It's been a while since I've heard anyone call a single pivot a game changer! I'm not hating though, Dirt Rag just gave the new 650B Heckler a pretty damm good review.
  • + 1
 I am hoping April 1 brings a new SC 160mm bike with new skool geometry (like a Process 153) to replace the Nomad. I wish it would be an APP bike, which would address the issue of getting the stays short without the lower VPP link.

I wish they would have shorted the CS and lengthen the front center on the Heckler a little…no constraints with the design. Clearly they were riding the coat tails of the Bronson's success, making it a lower cost alternative.
  • + 1
 Why have all of the recent bike reviews come out of Sedona? Just curious
  • + 1
 PinkBike, Vitalmtb, Bike Mag, maybe others, all tested in the same area. I'm curious about that too.
  • + 4
 Sedona is a great place to test bikes in the winter and it has a large variety of trails compacted into a relatively small space, so it is possible to do quick comparisons between bikes or setups.
  • + 1
 ...or, it's the astral vortex.
  • + 1
 Let me sum it up in a one-word review:

Firebird
  • + 0
 A lighter duty Firebird for fashionistas. Or a heavier version of the 5.7 for fashionistas
  • + 1
 Has anyone else had any issues with the rear twisting?
  • + 1
 Is there a "frame only" version ?
  • + 1
 Yes. Bought mine as a frame and built it up from scratch.
  • + 1
 May i ask where you bought it. Thanks.
  • + 1
 HMB Bike Works in Nor-Cal. Placed the order in late October. Took about two and a half months to get it.
  • + 1
 Dom's Pivot Mach 6 carbon: www.pinkbike.com/video/384634
  • + 2
 WANT.
  • + 1
 me too. bad.
  • + 1
 What does ice mean brakes wise
  • + 0
 Our shop sells both the Bronson and Pivot....they both handle like UPS trucks.
  • + 1
 1. Schwing! 2.God bless Dave Weagle.
  • + 1
 --del--
  • + 0
 carbon nomad is way nicer
  • - 1
 One question, is this enduro specific bro?
  • - 3
 is this enduro specific?
  • + 0
 Very much. I thought it had the certification badge on the EWS specified location on the top tube 14.66mm behind the head tube.
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