First Ride: 2021 Pivot Trail 429
Back in 2018 we saw Pivot's 120mm travel trail bike undergo some major updates, enough so that it warranted a name change from the 429 Trail to the Trail 429. For 2021 the bike has once again undergone a number of changes, most notably in the geometry department, and the shock is now vertically oriented in the frame as has been the case for other bikes that Pivot has released over the past 18 months.
Travel for the bike remains at 120mm and, as with the previous version, riders can choose between running 29" wheels or 27.5"+. If riders do choose to roll with the smaller wheel size, they'll want to install a taller lower headset cup in order to keep the geometry of the bike in check and the front end where it should be.
Travel for the bike remains at 120mm and, as with the previous version, riders can choose between running 29" wheels or 27.5"+. If riders do choose to roll with the smaller wheel size, they'll want to install a taller lower headset cup in order to keep the geometry of the bike in check and the front end where it should be.
Pivot Trail 429 Details
• Wheel size: 29" / 27.5+
• Rear travel: 120mm
• 130-140mm fork
• Full carbon frame
• 66° head angle (lower setting)
• 75° seat angle
• 608mm stack / 455mm reach (medium)
• 432mm chainstays
• Weight: 27 lb (Pro X01 build, size Medium)
• Price: $5,599 - to $12,499 USD ($8,499 as tested)
www.pivotcycles.com
• Wheel size: 29" / 27.5+
• Rear travel: 120mm
• 130-140mm fork
• Full carbon frame
• 66° head angle (lower setting)
• 75° seat angle
• 608mm stack / 455mm reach (medium)
• 432mm chainstays
• Weight: 27 lb (Pro X01 build, size Medium)
• Price: $5,599 - to $12,499 USD ($8,499 as tested)
www.pivotcycles.com
The new Trail 429 has more standover than before, while still providing plenty of room to fit a water bottle inside the front triangle. There are five sizes, XS to XL, with the XS fitting riders down to 4' 11" and the XL serving riders up to 6'7".
All of the models are carbon and there are several different build kits available at the Race, Team, or Pro levels. Each level has the option of a Shimano or SRAM kit. Prices range from $5,599 USD for the Race XT build all the way up to $12,499 for the Team XX1 AXS Fox Live Valve build with carbon Reynolds/Industry Nine wheels.
The Trail 429 Pro X01 build, as shown, sells for $8,499 USD.
Although the new frame is slimmed down, Pivot says it has more torsional head tube and BB stiffness than before.
A nice clean shock junction, and nowhere for muck to collect.
Frame Details
The Trail 429 carries over a lot of updates seen elsewhere in Pivot's line and it sheds a good bit of weight from the previous Trail 429, tipping the scale at 5.9 lbs, nearly 3/4 lb lighter than before on a size medium. All frames are Fox Live Valve ready, there is internal cable routing throughout, and everyone gets a full-size water bottle. There are also two bolts on the bottom of the top tube that can hold a tool, such as Pivot's own, or other accessories. There is integrated frame protection on the chainstays and downtube.
The 157+ Super Boost spacing remains in place, in line with Pivot's other more aggressive bikes. Riders can mount up a 29 x 2.6" or 27.5 x 2.8" tire with room to spare. Pivot holds fast to this spacing, claiming it allows them to build a better and stiffer frame with more rear tire clearance, along with increased wheel stiffness. The BB is the PF92 which Pivot pioneered, and although there are detractors, in our experience it's proven to be completely reliable.
For the derailleur hanger, the Trail 429 utilizes SRAM's UDH, a welcome addition to any and all frames at this point in time. There's Live Valve compatibility on all frames, and although there is a Di2 battery port there's no hole between the front triangle and swingarm for Di2 routing. Riders can run the wire externally but not with the same integration other Pivot frames have.
Internal cable routing through wide windows make it easy to pass cables through the frame.
The chainstay guard features raised ribs that mute chain slap quite effectively.
All frames use a unique size-specific layup and tubing diameters that correlate to frame size. Pivot does this to keep the ride characteristics similar on bikes so that a tall rider has the same experience and frame feel as a shorter rider would. Looking at the tubing, the large has a similar diameter to the Switchblade while the medium and smaller frames clearly shed some heft from the previous iteration of the Trail 429.
Last but not least, it bears mention and some applause that Pivot have done away with the Pivloc handlebar and grip system and have designed a new grip that doesn't require cutting your fancy carbon handlebar. The new "Phoenix Factory Lock-On Grip" is designed in-house at Pivot. It's left and right specific and has a tapered core to fit snugly on the bar. The ergonomic grip tapers from 30mm to 32mm and has a soft rubber compound that is designed to damp vibration.
Suspension
The Trail 429's rocker llink has been flipped, but the amount of travel remains the same at 120mm. The shock is a metric trunnion style, 165mm long with a 45mm stroke. The suspension has been made more progressive and the shock sits higher in its travel to keep the pedaling snappy, and to keep the lower BB height from causing too many pedal strikes.
While the Switchblade can be run with a coil shock, the Trail 429 cannot; even if the shock has a separate bottoming control, that doesn't provide enough progression for the frame, according to Pivot.
The bike is available with a DPS or DPX2 shock, depending on the build. The more aggressive "Enduro" build utilizes the DPX2 coupled with a 140mm Fox 36 fork vs the standard build which has a 130mm Float 34.
Geometry
Geometry undergoes the standard steeper, slacker treatment along with more reach, although keep in mind that we're still talking about a 120mm trail bike here. For a size medium, in the lower setting, the Trail 429 now has a 66-degree HTA (1.3 slacker), 75-degree STA (1 steeper), 455mm reach (15mm longer), and 432mm chainstays (2mm longer). The addition of the 140mm fork in the Enduro package will reduce that head angle by approximately .5-degrees.
The bike is capable of running 27.5" wheels with the addition of a lower headset cup which alters the numbers slightly. Riders can also opt to run the bike in a "low" setting which steepens everything up a bit more by utilizing the flip-chip in the rocker link. The chip can be rotated by simply loosening the bolts and rotating it, which means there aren't any parts to lose trailside.
Ride Impressions
I've only had the new Trail 429 for a few days at this point, but I did spend a considerable amount of time on the previous Trail 429 and still have a Switchblade in the fleet, which helps in drawing some comparisons.
The biggest takeaway is the Trail 429's increased efficiency from the previous model. The older bike was efficient in the grand scheme of things, but I did find it to be a bit overbuilt, especially when pitted against the latest crop of shorter travel trail bikes. The new bike is light, nimble, and quick. The reduced heft is noticeable and the suspension rides higher in its travel and with a lot more life.
The bike is easy to navigate up and over messy bits of trail while holding a line, and it stays planted when faced with off-camber chunder, the suspension staying smooth and supple throughout its travel. On bigger compressions, I struggled to find the bottom of the travel, which isn't always the case on shorter travel bikes that offer a good amount of traction on the top end. The increased suppleness coupled with more progression makes the new bike much more intuitive and easy to ride.
I'll keep riding the bike in the coming months, hopefully logging more miles as spring arrives and the trails de-thaw. My initial impressions of the Trail 429, or as I've started calling it, the "mini-Switchblade" are positive and I'm looking forward to seeing if that trend continues once I'm able to properly put it to test. For many riders, the new Trail 429 will be a more versatile version of the Switchblade that's friendlier on the uphills and easier to maneuver in tight quarters.
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My current bike is a Jeffsy which is freaking great, I love the damn thing. Except the seat tube angle makes it a freaking pain any time I am not climbing steep gradient or bombing downhill. Which on the east coast is gonna be a good chunk of the time whether we like it or not. A bike with the Trail 429's geo would work so much better in these conditions.
Plus
Gazzilion front end options;
I think it comes down to if people want to get one more frame out of their 148 29er wheels then don't buy this bike. If people are willing to bite the bullet now then this is a good option and their new wheelset will be good on their next bike too. I had to retire a set of chris kings when boost came out so I totally get why people hate it when stuff like that changes.
Not sure what the point of having a centrally located battery which is connected with wires to devices which communicate wirelessly would be.
Edit: I answered my question. It would be an awesome experiment in consumer behavior and a pretty solid burn.
• Those who want to use legacy Di2 systems
• A known future need
• Options for future needs
Wire ports would be present if Shimano had any intention of continuing with a wired system. Hopefully, Shimano's lost market share from being slow to adopt 1× drivetrains has taught them to act quickly on emerging developments and they'll release their wireless systems soon.
"What setting is it in?"
"The low one."
"Oh, ok."
90% chance the person asking still doesn't know what setting it is in.
> I like high and higher.
high, higher, i-need-a-stepladder-to-scratch-my-arse
Maybe times are changing!
(I've has them on 2 bikes, never creaked and lasted just as long as ht2 ones)
-Current road bike has over 20,000 miles, original BB.
-Old XC bike which I beat the hell out of, original BB when it was stolen.
-Current XC bike.
I have yet to need to change a PF BB. I have had to change several threaded though with less mileage.
I mean this is a classic Turner and before that, Iron Horse look.
1) DW-link far, far, far outshines Horst link suspensions;
2) cannot compare a value-based bike to an ultra-premium bike; different customer / different values
3) Pivot tolerances are to 5 significant figures, design execution wise; I hear no other bike company is close to their tolerances;
4) major FLEX (duh);
Guess that’s 4 reasons...
PS: I be never owned a Pivot, so not a fan boi of them; I have a 2 bike stable: Mojo HD5 and Ripmo V1 (but have owned singlevpivot, Horst 4-bar, VPP, CVA, and Switch Infinity bikes, FWIW)
Another bike that needs size specific rear ends. There are going to be two camps in the industry for awhile on this but my crystal is strongly saying that in five years most performance mountain bikes are going to have size specific rear ends.
Super boost is a unique design factor. Works for some, not for others. Allows me to ride tougher stuff with stability on less travel so works for me. I do wish my wheels could be more interchangeable though.
PS: Don’t come at me with the cost talk. Just don’t.
I am due for a new bike. My finalists are the Spur and the Ranger, but perhaps this is a new contender. Can't wait to see more info on this bike.
Some of this could be Pivots overall mission to build really stiff bikes. They do that very well... it just comes down to individual preference.
I’ve been thru a few Pivots and others looking for the bike that works best for me.
I’ve ridden the 2018 Switchblade (Should have kept that bike) 2021 Mach4SL and now this Trail429 (I also demo’d the old 429)
This bike climbs as quick as the Mach4SL, but has just enough travel to get over the janky stuff. The Mach4SL picked above its weight and I’m sure this one will as well.
I’m happy that Pivot have stayed conservative on the geo, because it works.
Hump
Part of that must be the RF crank Pivot forces you to buy with the frame only.
Which seems stupid as most people who buy a frame only have all the components and want just that - a frame only.
Message to Chris Cocalis - it is beyond annoying you won’t just sell frames like every other company. They still aren’t selling Switchblade frame/crank combos unless a dealer begs for one which none near me would. As for including a crank, please I don’t need an expensive Race Face carbon crank - I already have several. And if someone has a boost Race Face 30mm crank, all you need is a new spindle. Plenty of other superboost cranks out there now. There is no excuse for this.
And during COVID, Pivot can’t ship bikes because of lack of parts, but then they won’t sell frames.
I still bought the bike but if demos were still possible maybe I would have gotten something else. I was able to demo this bike and it fits the bill.
Pivot doesn't want people who only buy frames, their pricing, crank bundling, etc, absolutely solidifies that for me. They will select themselves out of the "builders" market, in fact, they are actively doing so, it's by design.
Ripley is a great bike but not really the same as the Switchblade which is longer travel. It’s an alternative for a Trail 429. Also I like super boost and don’t care what the naysayers on that say
Please make a short(ish) travel 27.5" wheel bike. A Trail 527 perhaps?
I’m thinking 125-130mm rear, 140-150mm Fox 34. Like my old Yeti SB5c but a bit slacker and longer.
I'm lucky enough to have 2 bikes one with a 77 seat angle - one with a 75.
On the 75 I have noticeably less upper body fatigue with little if no loss in efficiency or front end grip on rolling terrain, which is what I ride 90% of the time
On strait up and down + steep climbing.. ill take the 77 as it does put you in a slightly better position... so really its personal / terrain preference at this stage. Good to have options to suit how you ride and where you ride.
Yea thats more like it.
@Karve:
I agree, but my knees and back prefer modern geo, others prefer oldskool!
My trails are mostly steep climbs.
Long reach and short stem already adds a ton of stability and confidence compared to bikes from 5 years ago.
I guess that’s why it’s nice to have options! Or better yet, an adjustable frame.
It is a short travel bike. It is not going to be chucked down mountainsides very often, if at all. It is a bike for people who ride that in between XC and gravity/ enduro stuff. You know, like probably 90%+ of the bike buying population.
I am looking for a longer travel frame right now and everything in the 140R window has seat tubes in the 77.x region. Not sure how my knees are going to like that.
I agree in case actual = virtual, however that is not the case for 90% of manufacturers
-White KTM (Husqvarna) 350 owner
Also to answer your question: Economies of Scale
Also not a good comparison. People say this all the time and it makes ZERO sense. Although Barcia is riding a $100k bike, the point is, he COULD ride that bone stock bike around the supercross track just fine. In fact, I'd put every dollar in my bank account that Barcia on a bone stock GasGas could beat Vince Friese even though Friese is on a partially works bike too.
Also, people parrot the economies of scale argument but I'm not sure I buy that either. Do we know that to be true? Keep in mind, there's only like 5 or 6 brands building 450 MX bikes. Compare that to dozens of brands building similar mtbs that rely on the same hubs, spokes, tires, drivetrains, suspension, cockpit, etc. There is no possible way that more WP or Showa or Kayaba forks for mx bikes are rolling down the assembly line than the sum of all Fox 34s or Rockshox Pikes. The only argument I can readily think of is that those MX brands all have other businesses that bring cash flow in and theoretically could bankroll MX development, but I can hear the accountants screaming already.....doubtful.
Why is it not in the comparison with other trail bikes, or 120 rear travel bikes?
WUT. Broscience
They are overpriced IMO just like Yeti
Kona was on the vanguard of geometry in 2016, and here are the geo numbers for the most similar bike, the Process 111 DL:
konaworld.com/archive/2016/process_111_dl.cfm
There's a five year old bike with significantly steeper head tube, slacker seat tube, shorter reach, same CS length, but much shorter wheelbase, plus a lot heavier, and it was ahead of its time five years ago.
All bikes break.
Efficacy dictates my views. Interesting how the armchair riders think its only marketing. Perhaps get out and ride a Pivot in bad terrain and you will understand...
Granted geometry might play a factor as ride length increases. I wouldn't want to do an XC race on a 150mm bike and expect to win against XC bikes.
I think it depends on what your local terrain is like and what kind of stuff you ride most often. A rider who isn't chasing downhill KOMs and hucking off every feature might be perfectly happy on the 429, and a rider who is on a bigger bike frequently hitting huge drops might be perfectly happy riding 30 miles regularly and less than efficiently because his one bike can do what he needs it too, reliably.
As someone who used to be really concerned with "bike weight as an indicator of value", its actually kinda nice that most bikes are roughly the same weight. Makes me more content with what I got and less interested in upgrading to shave little to no weight.
Also f*ck e-bikes hahahahaha