Review: 2019 Pivot Trail 429 - A Little Bit of Travel, A Whole Lot of Fun
The Trail 429 is Pivot's aggressive XC / trail bike, which debuted last spring. The previous version was called the Mach 429 Trail, but due to the significant updates it received the team at Pivot decided a name reversal was in order.
The 120mm bike comes standard with a 130mm fork and can be paired with either 27.5+ or 29" wheels. It has a robust parts build right out of the box, and is aimed at the crowd that is looking for a shorter travel 'do-it-all' bike.
There are several build options that are split into three categories - Team, Pro, or Race. In each category, there is a SRAM or Shimano option for the brakes and drivetrain. The top of the line Team XX1 version, outfitted with a SRAM XX1 drivetrain, Guide Ultimate brakes, Fox Factory 34 Float fork, and Reynolds Blacklabel Enduro 29 wheels sells for $8,699 USD.
The 120mm bike comes standard with a 130mm fork and can be paired with either 27.5+ or 29" wheels. It has a robust parts build right out of the box, and is aimed at the crowd that is looking for a shorter travel 'do-it-all' bike.
There are several build options that are split into three categories - Team, Pro, or Race. In each category, there is a SRAM or Shimano option for the brakes and drivetrain. The top of the line Team XX1 version, outfitted with a SRAM XX1 drivetrain, Guide Ultimate brakes, Fox Factory 34 Float fork, and Reynolds Blacklabel Enduro 29 wheels sells for $8,699 USD.
Pivot Trail 429
• Intended use: XC / trail
• Wheel size: 29" or 27.5+
• Rear wheel travel: 120mm
• Carbon frame
• 430mm chainstays
• Frame weight (med, w/ DPX2 shock): 6.4 lb
• Complete weight (as tested): 28.4 lb
• 12 x 157mm rear spacing
• Sizes: XS-XL
• Price: $4,699 -$8,699 USD
• Colors: steel blue, crimson
• www.pivotcycles.com, @pivotcycles
• Intended use: XC / trail
• Wheel size: 29" or 27.5+
• Rear wheel travel: 120mm
• Carbon frame
• 430mm chainstays
• Frame weight (med, w/ DPX2 shock): 6.4 lb
• Complete weight (as tested): 28.4 lb
• 12 x 157mm rear spacing
• Sizes: XS-XL
• Price: $4,699 -$8,699 USD
• Colors: steel blue, crimson
• www.pivotcycles.com, @pivotcycles
The most affordable kit is the Race XT 1x model. It has an 11-speed Shimano XT derailleur, SLX cassette and shifter, SLX brakes, Fox 34 Performance fork, and Sun Ringle Duroc wheelset for $4,699 USD.
 | Yes, there's a bit of a gram tax over an XC race bike, but the Trail 429 also doesn't need to be ridden with surgical precision to avoid total destruction when you venture offline, come up short, or get a little loose. |
Construction and Features
The Trail 429's frame has a nice and clean look to it, devoid of any strange swoops or bends. Compared to the previous version, there are wider pivots and larger bearings, along with ample room for longer travel dropper posts. There's room for a full-size water bottle on all frame sizes, something I think should be as standard issue as a front wheel for a bike in this category, but it's notable, nonetheless. The bottom bracket is a PF92, which isn't surprising considering that Pivot were one of the pioneers of that standard. They claim it's ideal for carbon frames, and that their frame tolerances are tight enough that they don't have any issues with creaking.
The elephant in the room is undoubtedly the 'Super Boost 157' rear axle spacing, which Pivot first introduced on their Switchblade. As Mike Kazimer wrote when the Trail 429 was launched, "Here's the quick primer: Super Boost Plus isn't a new axle spacing standard — DH bikes have used 12 x 157mm hubs for years, but on a Super Boost Plus hub the flanges are spread further apart in order to create a better bracing angle, which in turn should create a significantly stiffer wheel. Pivot claim that this equates to a 30% increase in stiffness over a boost wheel using the same DT Swiss 25mm internal width alloy rim. The wider rear spacing also allows for more tire clearance with shorter stays, and in the case of the Trail 429 there's enough room to fit up to 29 x 2.6” or 27.5 x 3.0” tires." Pivot is no longer the only brand using Super Boost spacing, and there are plenty of wheelsets and adaptors available for riders who decide to upgrade from the stock wheelset in the future.
![Derek DiLuzio Photo]()
![Derek DiLuzio Photo]()
![Derek DiLuzio Photo]()
![Derek DiLuzio Photo]()
The Trail 429's frame has a nice and clean look to it, devoid of any strange swoops or bends. Compared to the previous version, there are wider pivots and larger bearings, along with ample room for longer travel dropper posts. There's room for a full-size water bottle on all frame sizes, something I think should be as standard issue as a front wheel for a bike in this category, but it's notable, nonetheless. The bottom bracket is a PF92, which isn't surprising considering that Pivot were one of the pioneers of that standard. They claim it's ideal for carbon frames, and that their frame tolerances are tight enough that they don't have any issues with creaking.
The elephant in the room is undoubtedly the 'Super Boost 157' rear axle spacing, which Pivot first introduced on their Switchblade. As Mike Kazimer wrote when the Trail 429 was launched, "Here's the quick primer: Super Boost Plus isn't a new axle spacing standard — DH bikes have used 12 x 157mm hubs for years, but on a Super Boost Plus hub the flanges are spread further apart in order to create a better bracing angle, which in turn should create a significantly stiffer wheel. Pivot claim that this equates to a 30% increase in stiffness over a boost wheel using the same DT Swiss 25mm internal width alloy rim. The wider rear spacing also allows for more tire clearance with shorter stays, and in the case of the Trail 429 there's enough room to fit up to 29 x 2.6” or 27.5 x 3.0” tires." Pivot is no longer the only brand using Super Boost spacing, and there are plenty of wheelsets and adaptors available for riders who decide to upgrade from the stock wheelset in the future.
DW Link suspension and an integrated dirt shield.
PF92 BB.
Super Boost on the rear end for increased stiffness and a proper chain line with an additional 3mm of offset over standard boost.
Cable routing is tidy with everything internal for the front triangle and then the rear brake and shift cables running along the top and bottom of the stays on the back end of the bike.
Geometry & Sizing
The Trail 429's reach numbers are fairly typical for a modern trail bike. The size medium has a reach of 440mm, the seat tube angle is 74-degrees, and the head angle is 67.3-degrees with the stock 130mm fork and 29" wheels. The 27.5+ version uses a 17mm lower headset cup to keep the bottom bracket from being too low with those smaller wheels. That headset cup is also included with the 29" version, where it can be used to slacken the head tube angle.
I spoke with Chris Cocalis, president and CEO of Pivot about why they made the Trail 429 the way they did, choosing to go with more traditional geometry rather than going even longer and slacker.
| We base our geometry around the intent of the bike and rider. We look at a 120mm rear/130mm front as a bike that needs to span a pretty wide spectrum from being able to be an effective XC/marathon bike to everything just shy of park riding. Of course, the sweet spot is trail riding, and for most people in most places, mountain biking doesn’t look like an EWS course. The overall geometry reflects this. It’s long and low, but at a level that maintains great balance when the rider is not at the extremes (but still progressive enough to handle the extremes). In regards to seat angle, it’s the same goal. A super steep seat angle works ok on a longer travel bike because you’re setting the suspension sag as a % of the total travel. 25-30% sag on a 120mm bike with a shorter stroke shock is not going to have nearly the seat angle change at sag as on a 160mm travel bike. Also, as a bike that’s designed to handle a wide variety of terrain, it’s important to place the knees of the rider in the proper position over the pedal spindle to pedal efficiently and powerfully on flats, rolling climbs, steep climbs, and descents. The seat angle we arrived at reflects this level of versatility. |
Suspension Design
The Trail 429 uses Dave Weagle's 'DW Link' suspension design to achieve its 120mm of travel. It's a dual-short-link design that typically has a high amount of anti-squat early on, which then drops off to allow for better suspension action further into the shock's travel. It also does a good job of isolating the braking from the suspension, allowing the rear of the bike to stay fairly active, even when the rider is braking.
Build Kit
![Derek DiLuzio Photo]()
| Specifications | ||
| Price | $7199 | |
| Travel | 120mm | |
| Rear Shock | Fox Factory Float DPS | |
| Fork | Fox Factory 34 29", 51mm offset, FIT4- 130mm | |
| Cassette | Shimano XT M-8000 11-46t | |
| Crankarms | Race Face Aeffect SL 30t – 175mm | |
| Rear Derailleur | Shimano XTR GS 11 speed | |
| Shifter Pods | Shimano XT M8000 | |
| Handlebar | Phoenix Team Carbon - 460mm | |
| Stem | Phoenix Team Enduro/Trail - 55mm | |
| Grips | Phoenix Team Padloc | |
| Brakes | Shimano XT M-8000 | |
| Wheelset | Reynolds Blacklabel Enduro Wide Trail | |
| Hubs | Industry Nine | |
| Tires | Maxxis Minion DHRII 29" x 2.4" / Maxxis Rekon 29" x 2.4" | |
| Seat | Phoenix WTB Pro Vigo | |
| Seatpost | Fox Transfer 150mm | |
Test Bike Setup
I set up the Trail 429 with 20% sag up front on the 130mm Float 34 fork, and between 25 and 30% on the back. Pivot include a sag meter with the shock, so set up is quick and painless.
One small but quickly fixed quibble I had with the build was with the handlebars and Pad-Loc grips. The design uses a tapered cut in the handlebar that matches with extra material on the grip in order to prevent them from ever slipping, but it limits the number of possible grip choices. In addition, the 760mm width of the bars was a little narrow for my taste. I ended up swapping the bars and grips out for a combo that worked better for me.
I also ended up swapping out the Rekon tire in the back for something with a little more bite. It's a good and fast rolling choice for a lot of areas, but I've found that in wet and muddy conditions it lacks the bite of a more aggressive tire.
One small but quickly fixed quibble I had with the build was with the handlebars and Pad-Loc grips. The design uses a tapered cut in the handlebar that matches with extra material on the grip in order to prevent them from ever slipping, but it limits the number of possible grip choices. In addition, the 760mm width of the bars was a little narrow for my taste. I ended up swapping the bars and grips out for a combo that worked better for me.
I also ended up swapping out the Rekon tire in the back for something with a little more bite. It's a good and fast rolling choice for a lot of areas, but I've found that in wet and muddy conditions it lacks the bite of a more aggressive tire.
Daniel Sapp
Location: Brevard, NC, USA
Age: 31
Height: 5'10"
Inseam: 32"
Weight: 152 lbs
Industry affiliations / sponsors: None
Instagram: @d_sapp1
Location: Brevard, NC, USA
Age: 31
Height: 5'10"
Inseam: 32"
Weight: 152 lbs
Industry affiliations / sponsors: None
Instagram: @d_sapp1
I spent the majority of my time on the Trail 429 at home in Brevard, North Carolina. I rode it on the more rugged, rocky and root infested trails of Pisgah National Forest where the climbs are long and the descents are fast and violent, as well as the smoother trails of nearby DuPont State Forest.
Climbing
The Trail 429 is a great climber, and there's no need for constant switch fiddling - the back end is very well supported with minimal bob. The bike doesn't feel fragile and skittish like an XC race rig; instead, it has a solid, ready-for-anything feel. The seated climbing position was comfortable, and I never felt too scrunched up when climbing, which made all day grinds very tolerable. The position over the pedals is comfortable, and while the seat angle isn't super-steep at 74-degrees I felt as if I was where I should be to be efficient. I was relaxed while climbing whether it was for a short bit or for a couple of hours.
It's a very efficient feeling bike, and traction over roots and in technical sections of the trail didn't ever seem to be compromised, even with what feels like a substantial amount of anti-squat. The front end of the bike doesn't want to kick up or wander when things become steep or tight, and the overall length was very manageable.
![Derek DiLuzio Photo]()
The Trail 429 is a great climber, and there's no need for constant switch fiddling - the back end is very well supported with minimal bob. The bike doesn't feel fragile and skittish like an XC race rig; instead, it has a solid, ready-for-anything feel. The seated climbing position was comfortable, and I never felt too scrunched up when climbing, which made all day grinds very tolerable. The position over the pedals is comfortable, and while the seat angle isn't super-steep at 74-degrees I felt as if I was where I should be to be efficient. I was relaxed while climbing whether it was for a short bit or for a couple of hours.
It's a very efficient feeling bike, and traction over roots and in technical sections of the trail didn't ever seem to be compromised, even with what feels like a substantial amount of anti-squat. The front end of the bike doesn't want to kick up or wander when things become steep or tight, and the overall length was very manageable.
Descending
The Trail 429 is a versatile and competent 120mm trail bike. While it's nimble enough to get up the hill and maneuver around all day, it can get back down with a quickness and sureness that makes it an enjoyable ride on the climbs and descents. Yes, there's a bit of a gram tax over an XC race bike, but it also doesn't need to be ridden with surgical precision to avoid total destruction when you venture offline, come up short, or get a little loose.
Small bump sensitivity is excellent, and traction is abundant over smaller roots and rocks. There was no issue linking together lines typically reserved for bigger bikes, and it was easy to forget there was only 120mm of rear travel when rolling into jumps, drops, and other features. Of course, there are limits, and the Trail 429 can't hang with the longer and slacker options out there when it comes to taking on repeated bigger hits in chunky terrain, as well as in the high-speed rough stuff. Things can go from smooth and controlled to moderately turbulent somewhat quickly if you get into too much chop, and it was in these situations where the bike occasionally felt a little short.
Whether it's smooth and flowy singletrack, slow speed rock tech, wheelie drops to flat, or high-speed chunder, the Trail 429 finds a way to blend its short amount of travel and proper build with the right geometry to make a wide spectrum of terrain fun to ride, all while staying within the bike's limits.
The Trail 429 is a versatile and competent 120mm trail bike. While it's nimble enough to get up the hill and maneuver around all day, it can get back down with a quickness and sureness that makes it an enjoyable ride on the climbs and descents. Yes, there's a bit of a gram tax over an XC race bike, but it also doesn't need to be ridden with surgical precision to avoid total destruction when you venture offline, come up short, or get a little loose.
Small bump sensitivity is excellent, and traction is abundant over smaller roots and rocks. There was no issue linking together lines typically reserved for bigger bikes, and it was easy to forget there was only 120mm of rear travel when rolling into jumps, drops, and other features. Of course, there are limits, and the Trail 429 can't hang with the longer and slacker options out there when it comes to taking on repeated bigger hits in chunky terrain, as well as in the high-speed rough stuff. Things can go from smooth and controlled to moderately turbulent somewhat quickly if you get into too much chop, and it was in these situations where the bike occasionally felt a little short.
Whether it's smooth and flowy singletrack, slow speed rock tech, wheelie drops to flat, or high-speed chunder, the Trail 429 finds a way to blend its short amount of travel and proper build with the right geometry to make a wide spectrum of terrain fun to ride, all while staying within the bike's limits.
Pivot Trail 429
Canyon Neuron
How does it compare?
The Trail 429 and Canyon Neuron are both dedicated trail bikes, intended to be able to handle a little bit of everything. The Canyon has 10mm more travel in the back, but the geometry numbers are similar. The Trail 429 feels more capable through and through when it comes to aggressive trail riding. It inspires more confidence when it comes time to try a sketchy line on the descent and huck and hope into the unknown. The Neuron feels a little more eager to climb due to its lighter weight, but it doesn't feel quite as solid on the descents.
In higher speed terrain, the Neuron's 10 millimeters of extra travel help it take the edge of the rough stuff, but the Pivot has a stiffer, more confidence inspiring feel to it.
One major difference between these two bikes is sizing. The Pivot is available down to an XS with 29" wheels. The Canyon swaps over to 27.5" wheels only for sizes below a medium - a major consideration for smaller riders.
As far as the price goes, both of the bikes can be built up in a similar manner looking at a middle of the road build, but the Pivot is going to cost a tad bit more money part for part - especially when you get into adding carbon wheels and such. There are more higher end builds available on the Pivot, and, likewise, you can order a complete Canyon for less than the entry level Trail 429.
Technical Report
Shimano Drivetrain: The Shimano drivetrain on the Trail 429 was very consistent and reliable. There isn't as much range as with SRAM's Eagle drivetrain, but when it's mated with the proper front chainring for where you ride, that's not much of an issue.
Shimano XT Brakes: Shimano's XT brakes offer a lot of power but can be finicky. While there is a very positive bite, the engagement point can wander making braking inconsistent and annoying at times.
Fox Transfer Seatpost: Fox's Transfer dropper is a solid all-round choice these days. The lever isn't all that fancy, but it works and is one of the most reliable options there is.
Fox Suspension: The Trail 429 is spec'd with Fox suspension front and back. The stock fork is 130mm with 51mm of offset. I experimented with running a 140mm travel, 44mm offset Fox 36 Float on the front for a while, but I didn't notice the drastic change I was expecting, although the changes made the steering feel calm and very tight. With the heavier chassis of the 36 over the 34 the front end of the bike felt especially grounded. Descending, even with the additional amount of travel and slightly slacker head tube, the bike felt very much the same. If I had to choose, I'd go with a 140mm fork with 51mm of offset.
![Derek DiLuzio Photo]()
Shimano Drivetrain: The Shimano drivetrain on the Trail 429 was very consistent and reliable. There isn't as much range as with SRAM's Eagle drivetrain, but when it's mated with the proper front chainring for where you ride, that's not much of an issue.
Shimano XT Brakes: Shimano's XT brakes offer a lot of power but can be finicky. While there is a very positive bite, the engagement point can wander making braking inconsistent and annoying at times.
Fox Transfer Seatpost: Fox's Transfer dropper is a solid all-round choice these days. The lever isn't all that fancy, but it works and is one of the most reliable options there is.
Fox Suspension: The Trail 429 is spec'd with Fox suspension front and back. The stock fork is 130mm with 51mm of offset. I experimented with running a 140mm travel, 44mm offset Fox 36 Float on the front for a while, but I didn't notice the drastic change I was expecting, although the changes made the steering feel calm and very tight. With the heavier chassis of the 36 over the 34 the front end of the bike felt especially grounded. Descending, even with the additional amount of travel and slightly slacker head tube, the bike felt very much the same. If I had to choose, I'd go with a 140mm fork with 51mm of offset.
Pros
+ Very versatile
+ Confidence inspiring build
+ Not an XC bike with a bigger fork
Cons
- Padloc bar / grips
- Can feel short in high speed chop
Is this the bike for you?
The Trail 429 is the bike I've been grabbing when I'm not sure where I'll end up, and I've never felt all that overwhelmed in the techgnar, or underpowered on faster trails. The Trail 429 is an extremely versatile bike. It's not fragile, and if you're looking to do a lot of riding in a variety of terrain or simply want a very capable shorter travel trail bike, it's one of the better options out there.
The Trail 429 is the bike I've been grabbing when I'm not sure where I'll end up, and I've never felt all that overwhelmed in the techgnar, or underpowered on faster trails. The Trail 429 is an extremely versatile bike. It's not fragile, and if you're looking to do a lot of riding in a variety of terrain or simply want a very capable shorter travel trail bike, it's one of the better options out there.
Pinkbike's Take
| The Trail 429 feels 'just right' on a wide variety of terrain, and it's an excellent choice for riders in search of a true trail bike that's quick on the climbs and solid on the descents. |
Author Info:
Member since Jan 18, 2007
Must Read This Week
Sign Up for the Pinkbike Newsletter - All the Biggest, Most Interesting Stories in your Inbox
PB Newsletter Signup
function over form is the counter-principle to your principle. 'Really good drivetrain and brakes' that are also very cheap and not 'top dollar components' that you also mention.
If you're cool with paying over $7k for a bike with non-fancy coating suspension, go for it. I am not. And that was the point of my post.
Think about it this way... There are NX builds out there that cost as much as the Race XT. And the XT drivetrain is far superior to NX. Even the SLX is better than the NX drivetrain.
I don't give a f*ck what you ride. I'm sure you're having fun on whatever the hell you're riding now. But you don't get to tell me and others here how to spend my money. You don't get to tell me what's worth buying or not on my bikes. Period. I'M SORRY YOU'RE OFFENDED BY THE WAY I CHOOSE TO SPEC AND BUILD MY BIKE.
But in any case, have a great day. I hope my choice of fork coating doesn't ruin your day or entire week for that matter.
I think this is a perfect bike for those of us (a lot more riders than realize it probably) who don't live in the PNW, or in the high country Rockies (Keystone, other parks etc). Living on the front range, riding Moab, Wyoming, etc. this bike is just about perfect. It's outgunned on an Enduro course but that's not what it's for. If you're doing a lot of trail riding this is great; you can ride far longer without wearing out from pedaling a trampoline up the hills, it can handle rowdy stuff, and it is a joy to ride. Probably the favorite mountain bike I've ever owned.
Unfortunately it’s dumb shits like you that keep this circus going... thanks!!
I still ride a 2014 BMC trailfox with 142 rear spacing, 150mm of travel, and I currently have a 29x2.6 rear tire on it (just experimenting; I'm probably going to go back to 2.4). The BMC is a twin link design, so it also has to deal with a more complex linkage around the BB area. No 142+ or anything else, just 142.
Although now that I look at the SBC document they did run wider hub flanges (I assume for wheel stiffness) so I'll stick with being half-right.
Happy to do my part to keep the circus going because it's brought us to the place where we are today with bikes, which is amazing. Shit will come and go and the market will sort itself out, but I doubt highly that we'll see this standard go away.
Who says you have to choose? In some cases rear subframe stiffness may be the rational, however in the case of 27.5 + the extra space also gives engineers more wiggle room to work with when it comes to making everything fit with acceptable tolerance (thinking tire and crank clearance at the chain stays near the BB).
You've picked a really insignificant detail to get all worked up about - good luck with that. Don't like it, vote with your wallet, and go ride, then ride some more. If a simple thing like an axle width/spacing gets you this worked up maybe think about getting your blood pressure checked.
Butt, you know, keep on rolling the way you are, it's a good look for you.
And, yeah, if supporting supper b00st riles you up, I'm going to make sure it's on every bike I purchase until MegaB00st is available.
Picture should be updated with the one that shows the giant loop under the BB. Not that tidy compared to many other bikes where it counts.
I think all the marketing / cliche bs is for newbies.. people who are getting into the sport and haven’t been exposed to the same shit over and over.
When you question their bs, it’s shut down with, don’t stop innovation man!!
The fact that I had to get a thread-in PF BB to eliminate creaks on my Mach 6 disputes this claim.
I'm all like "Dude had to crawl through a lot rhodo & downed Hemlock to get that shot".
I haven’t ridden a dropper shorter than 150mm in five years, current droppers are all 170mm on three bikes: XC 120/140, Enduro 140/160, and hardtail 120mm.
You missed the boat.
That said........I do hate steep seat angles.
Now chiropodists,they can kiss my @r$£.
"Handlebar Phoenix Team Carbon - 460mm"
Just need to win the lottery now,
I’m no dentist
I’d like to see how that bike rides with a 120mm fork, like an SC34, that’s a more reasonable for an XC bike. You start getting into 130-140mm forks and this kind of bike gets overwhelmed long before the fork; in other words, you need “a bigger boat”.
Which is reinforcey by the fact that bike journalists and product managers can't agree at all as to what fork offset actually does to bike handling. I have heard so many contradicting claims that there can be no doubt that most of it is marketing BS.
Just like no human rider can distinguish between boost and non-boost wheels in a blind test, but the hype train is still going.
There was no discernable difference in steering speed or input required to lean the bike over. 51mm forks will make the bike have a bit longer wheelbase making it a smidge more stable at higher speed. In climbs, I felt that the 44mm fork was better able to keep the front end down due to the wheel actually being closer to you, even while seated. And maneuverability, no discernible difference either. They both handled switchbacks the same way. Bombing down hills in a straight line, no difference.
My conclusion is that once you get used to a certain fork offset, your body adjusts to its characteristics and you get used to it. Then you jump on to something different, and your body gets used to the new thing. I don't believe that either one is superior to the other, but I do believe that one should stick with the recommended fork offset for the frame of their bike. The differences are subtle, but they are there. I just don't think it's the answer to all of MTBs problems.
Lastly, nice to see pivot make a reach decent enough for us big dudes.