Review: Deviate Highlander - There Can Only Be One
With its high single-pivot, idler pulley, and Float X2 shock sitting low in the frame, Deviate Cycles' all-new, 140mm-travel Highlander looks every bit the big bruiser of an enduro bike that it isn't.
Instead, the small Scottish brand say they've designed their new 29er to be more of an all-around machine, with ''The sole focus of creating the world's most capable trail bike.'' The only thing as high as those expectations is its main pivot, which sits about halfway up the seat tube, that's said to let it compete against bikes with more travel thanks to the rearward axle path that it provides.
The Highlander is available as a frame and Fox Float X2 shock for roughly $3,550 USD (depending on taxes and duties), or you can choose a DPX2, Cane Creek's DBair IL, or DBair CS. They also offer a custom-build program that lets you pick your fork, dropper post, and other components.
Instead, the small Scottish brand say they've designed their new 29er to be more of an all-around machine, with ''The sole focus of creating the world's most capable trail bike.'' The only thing as high as those expectations is its main pivot, which sits about halfway up the seat tube, that's said to let it compete against bikes with more travel thanks to the rearward axle path that it provides.
The Highlander is available as a frame and Fox Float X2 shock for roughly $3,550 USD (depending on taxes and duties), or you can choose a DPX2, Cane Creek's DBair IL, or DBair CS. They also offer a custom-build program that lets you pick your fork, dropper post, and other components.
Highlander Details
• Intended use: Trail riding
• Wheel size: 29"
• Rear-wheel travel: 140mm
• Fork travel: 140mm - 160mm
• Head angle: 65.5-degrees
• Reach: 450mm (med), 480mm (lrg, tested)
• Compatible w/ coil shocks
• Lifetime warranty / crash replacement
• Weight: 31.6lb / 14.3 kg (as pictured)
• MSRP: $3,550 USD (frame, shock)
• More info: www.deviatecycles.com
• Intended use: Trail riding
• Wheel size: 29"
• Rear-wheel travel: 140mm
• Fork travel: 140mm - 160mm
• Head angle: 65.5-degrees
• Reach: 450mm (med), 480mm (lrg, tested)
• Compatible w/ coil shocks
• Lifetime warranty / crash replacement
• Weight: 31.6lb / 14.3 kg (as pictured)
• MSRP: $3,550 USD (frame, shock)
• More info: www.deviatecycles.com
Contents
Introduction
The Details
Suspension Design
Geometry
Specifications
Setup
Climbing
Descending
Technical Report
Comparing Bikes
Pros & Cons
Is This the Bike for You?
Pinkbike's Take
Introduction
The Details
Suspension Design
Geometry
Specifications
Setup
Climbing
Descending
Technical Report
Comparing Bikes
Pros & Cons
Is This the Bike for You?
Pinkbike's Take
Unlike Deviate's other bike, the Guide, the Highlander doesn't use a gearbox. It retains the high single-pivot suspension and the idler pulley, though.
The Details
You might have seen Deviate Cycles' first bike in 2017, the 160mm-travel Guide that employs a 12-speed gearbox from Pinion and 27.5'' wheels. It's a wild-looking carbon fiber thing with swoopy tubes and, much like the new Highlander, a high single-pivot suspension layout. The longer-travel Guide (pictured here) is intended for enduro-ish riding, or even lapping the bike park, where the focus is on the descents and there's a case to be made for the reliability and suspension performance that a gearbox can offer.
But if you've used a gearbox before, any company's gearbox, you'll know that one thing they don't offer is efficiency. ''We're sold on the gearbox for a winch up/tear down kinda riding, and the suspension performance and low unsprung mass it offers is frankly incredible,'' Deviate's Ben Jones said of their Guide, although he's far more pragmatic about gearboxes than you'd expect given that 50-percent of their model range uses them.
''However, for our trail bike, the gearbox had to go - it feels draggy during undulating riding or when accelerating hard,'' he continued.
![Deviate Highlander review]()
''The gearbox is not suitable for all types of riding. It’s just not. It really works for the Guide - which is an enduro bike tending towards a mini-DH bike. The Guide was a bike with a purpose and we make no apology for that - that purpose was not trail centers or undulating terrain, it was big mountains with big descents.''
''The Highlander is designed from the ground up to be a trail bike. We’ve always said that we’ll choose the most appropriate design for the end-use and after many years using the gearbox we’re going to make the claim that for the end use of a trail bike - the conventional derailleur system is a great solution. In the future - gearbox technology may move on and it may become a sensible option for a trail bike. When that happens we’ll do our best to be the first to the party.''
Historically, when a brand designs a bike around a gearbox drivetrain, it likely means two things: All of their models will be using a gearbox, and they'll evangelize the gearbox like it can cure everything from bent derailleur hangers to your persistent cough. Gearboxes do a lot of neat things, no doubt about that, but I'd rather not have a gearbox on my trail bike. Thankfully, and unexpectedly, the folks at Deviate agree.
![Deviate Highlander review]()
The Highlander is carbon from tip to tail, including its sturdy-looking swingarm that offers gobs of tire clearance. Rear brake and shift lines are both tucked up in a channel on the underside of the top tube (a bit like how Guerrilla Gravity does it on their down tube), a feature that tricks you into thinking they're routed inside the frame, but Deviate's solution provides much easier access than internal routing.
The dropper post line is run internally, as is the shift line when it passes through the swingarm, and there's room for a large-sized bottle inside the front triangle where it belongs.
![Deviate Highlander review]()
![Deviate Highlander review]()
![Deviate Highlander review]()
![Deviate Highlander review]()
The other things I'm supposed to mention include a threaded bottom bracket, a two ISCG-05 tabs that are ready for a taco or mini-guide, and some "accessory mounting points" on the underside of the top tube where you can attach your, er, accessories and stuff.
All that adds up to 31.6 pounds (14.3 kg), which seems a bit husky for a 140mm trail bike... Until you factor the 160mm Fox 36 and sturdy Maxxis tires into the equation. The idler pulley and all of the associated bits mean that the Highlander is never going to be your flyweight trail bike - that's not the idea, of course - but less demanding terrain and a few wise component could easily knock off some weight. Then again, this probably isn't the trail bike for you if that's a major concern.
![Deviate Highlander review]()
You might have seen Deviate Cycles' first bike in 2017, the 160mm-travel Guide that employs a 12-speed gearbox from Pinion and 27.5'' wheels. It's a wild-looking carbon fiber thing with swoopy tubes and, much like the new Highlander, a high single-pivot suspension layout. The longer-travel Guide (pictured here) is intended for enduro-ish riding, or even lapping the bike park, where the focus is on the descents and there's a case to be made for the reliability and suspension performance that a gearbox can offer.
But if you've used a gearbox before, any company's gearbox, you'll know that one thing they don't offer is efficiency. ''We're sold on the gearbox for a winch up/tear down kinda riding, and the suspension performance and low unsprung mass it offers is frankly incredible,'' Deviate's Ben Jones said of their Guide, although he's far more pragmatic about gearboxes than you'd expect given that 50-percent of their model range uses them.
''However, for our trail bike, the gearbox had to go - it feels draggy during undulating riding or when accelerating hard,'' he continued.
The 140mm-travel Highlander was designed as a trail bike, hence Deviate's call to ditch the gearbox in favor of a more efficient traditional drivetrain.
''The gearbox is not suitable for all types of riding. It’s just not. It really works for the Guide - which is an enduro bike tending towards a mini-DH bike. The Guide was a bike with a purpose and we make no apology for that - that purpose was not trail centers or undulating terrain, it was big mountains with big descents.''
''The Highlander is designed from the ground up to be a trail bike. We’ve always said that we’ll choose the most appropriate design for the end-use and after many years using the gearbox we’re going to make the claim that for the end use of a trail bike - the conventional derailleur system is a great solution. In the future - gearbox technology may move on and it may become a sensible option for a trail bike. When that happens we’ll do our best to be the first to the party.''
Historically, when a brand designs a bike around a gearbox drivetrain, it likely means two things: All of their models will be using a gearbox, and they'll evangelize the gearbox like it can cure everything from bent derailleur hangers to your persistent cough. Gearboxes do a lot of neat things, no doubt about that, but I'd rather not have a gearbox on my trail bike. Thankfully, and unexpectedly, the folks at Deviate agree.
Without the idler pulley directing the chain high up close to the main pivot, chain tension would keep the Highlander's suspension from moving as freely as it should.
The Highlander is carbon from tip to tail, including its sturdy-looking swingarm that offers gobs of tire clearance. Rear brake and shift lines are both tucked up in a channel on the underside of the top tube (a bit like how Guerrilla Gravity does it on their down tube), a feature that tricks you into thinking they're routed inside the frame, but Deviate's solution provides much easier access than internal routing.
The dropper post line is run internally, as is the shift line when it passes through the swingarm, and there's room for a large-sized bottle inside the front triangle where it belongs.
Shift and brake lines are nearly hidden in a channel on the underside of the top tube.
The dropper post line is routed internally.
Looking for tire clearance? You got it.
Everything about the Highlander looks robust.
The other things I'm supposed to mention include a threaded bottom bracket, a two ISCG-05 tabs that are ready for a taco or mini-guide, and some "accessory mounting points" on the underside of the top tube where you can attach your, er, accessories and stuff.
All that adds up to 31.6 pounds (14.3 kg), which seems a bit husky for a 140mm trail bike... Until you factor the 160mm Fox 36 and sturdy Maxxis tires into the equation. The idler pulley and all of the associated bits mean that the Highlander is never going to be your flyweight trail bike - that's not the idea, of course - but less demanding terrain and a few wise component could easily knock off some weight. Then again, this probably isn't the trail bike for you if that's a major concern.
The Deviate's high single-pivot, linkage-activated suspension layout delivers 140mm of travel.
High Single-Pivot Suspension
The oft-cited benefit of a high single-pivot suspension design is that it allows the wheel to move both rearward and up when there's an impact, something that a relatively low main (or virtual) pivot location isn't able to do.
That rearward biased axle path allows bikes who employ the HSP layout to carry more momentum over rough ground compared to bikes with a more vertical axle path, a trait that can give HSP bikes a suspension advantage when it can matter the most.
![Deviate Highlander review]()
![Deviate Highlander review]()
But if the high single-pivot layout was the best way to do it, there'd probably be a lot more HSP bikes around, right? There are certainly more than there used to be, largely spurred on by the success of Commencal's downhill bike, but there's no such thing as the best. Many people would say that the main drawback of an HSP bike is that once that pivot gets to a certain height, the chain needs to be routed close to it in order to avoid too much drivetrain interference, commonly known as "pedal kickback" when the suspension tugs on the chain and is prevented from working freely.
Of course, an idler pulley means more chain, more bolts and bearings, more weight, and more things to go wrong... But you can also choose the location of that idler pulley down to the millimeter to fine tune the amount of anti-squat in the design, which has a massive effect on both the pedaling and suspension performance.
![Deviate Highlander review]()
![Deviate Highlander review]()
![photo]()
The oft-cited benefit of a high single-pivot suspension design is that it allows the wheel to move both rearward and up when there's an impact, something that a relatively low main (or virtual) pivot location isn't able to do.
That rearward biased axle path allows bikes who employ the HSP layout to carry more momentum over rough ground compared to bikes with a more vertical axle path, a trait that can give HSP bikes a suspension advantage when it can matter the most.
The Highlander's idler pulley design is well thought out and proved to be trouble-free.
But if the high single-pivot layout was the best way to do it, there'd probably be a lot more HSP bikes around, right? There are certainly more than there used to be, largely spurred on by the success of Commencal's downhill bike, but there's no such thing as the best. Many people would say that the main drawback of an HSP bike is that once that pivot gets to a certain height, the chain needs to be routed close to it in order to avoid too much drivetrain interference, commonly known as "pedal kickback" when the suspension tugs on the chain and is prevented from working freely.
Of course, an idler pulley means more chain, more bolts and bearings, more weight, and more things to go wrong... But you can also choose the location of that idler pulley down to the millimeter to fine tune the amount of anti-squat in the design, which has a massive effect on both the pedaling and suspension performance.
The Highlander uses the same high single-pivot, linkage-activated layout as their longer-travel Guide, but while the latter gets a pivot near the axle and sees the chainstays used as a suspension element, the new bike employs a compact aluminum linkage that rotates around the bottom bracket. It's certainly tidier looking, as is the gorgeous aluminum idler wheel and surrounding guide that look just as beefy as the rest of the bike.
The idler spins on two sealed bearings and has a grease port, meaning you have no excuses for not looking after it. The suspension pivots all get grease ports, too, and it's also worth noting that a standard, off-the-shelf chain is long enough at 126 links, so you won't need to buy two when the time comes to replace worn-out parts.
The idler spins on two sealed bearings and has a grease port, meaning you have no excuses for not looking after it. The suspension pivots all get grease ports, too, and it's also worth noting that a standard, off-the-shelf chain is long enough at 126 links, so you won't need to buy two when the time comes to replace worn-out parts.
A compact aluminum linkage rotates around the bottom bracket to compress the Fox shock.
Geometry
Deviate isn't doing anything crazy in the geometry department, choosing solid, modern numbers that make sense instead of going too long or too slack. Remember, it might look like an enduro race bike but the Highlander is intended to be used as a capable trail rig. That design brief sees a 65.5-degree head angle and 76-degree seat angle combined with a 480mm reach for my large-sized test bike, while the medium sits at 450mm.
The 441mm chainstay length is the same for both sizes, although the high single-pivot layout will make them feel longer as the bike goes into its travel.
![Deviate Highlander review]()
Deviate says that the medium will suit riders between 5'5'' and 5'11'' while those between 5'10'' and 6'3" should opt for the large. It's worth noting that 30mm gap in reach between the two sizes, though, especially as the latter is a roomy 480mm. Deviate say they'll have extra-large sizes available by this June, while extra-smalls will be ready by the end of the year.
Deviate isn't doing anything crazy in the geometry department, choosing solid, modern numbers that make sense instead of going too long or too slack. Remember, it might look like an enduro race bike but the Highlander is intended to be used as a capable trail rig. That design brief sees a 65.5-degree head angle and 76-degree seat angle combined with a 480mm reach for my large-sized test bike, while the medium sits at 450mm.
The 441mm chainstay length is the same for both sizes, although the high single-pivot layout will make them feel longer as the bike goes into its travel.
Deviate says that the medium will suit riders between 5'5'' and 5'11'' while those between 5'10'' and 6'3" should opt for the large. It's worth noting that 30mm gap in reach between the two sizes, though, especially as the latter is a roomy 480mm. Deviate say they'll have extra-large sizes available by this June, while extra-smalls will be ready by the end of the year.
Test Bike Setup
Deviate doesn't offer the Highlander as a complete bike, but they did build my test rig up with a bunch of parts that make a lot of sense for my usually rocky and usually steep local trails. That includes a 160mm-travel Fox 36 with their GRIP 2 cartridge and a four-way adjustable Float X2 shock that makes for a total of eight (
damper adjustments. I'm very familiar with the 36 at this point, and I ended up with 70psi in it after the first few rides that hasn't been changed since.
The shock required 165psi for my 155lb weight, which gave me 17mm sag or bang-on 30-percent. I went as low as 25-percent while riding the Highlander on smooth trails, and as much as 35-percent when it was going to be a rowdy ride, but the middle of those proved to be a set-it-and-forget-it pressure.
With the exception of using a Maxxis DHF as a rear tire for a few rides, the bike's components remained unchanged for the time I spent on it.
Deviate doesn't offer the Highlander as a complete bike, but they did build my test rig up with a bunch of parts that make a lot of sense for my usually rocky and usually steep local trails. That includes a 160mm-travel Fox 36 with their GRIP 2 cartridge and a four-way adjustable Float X2 shock that makes for a total of eight (
damper adjustments. I'm very familiar with the 36 at this point, and I ended up with 70psi in it after the first few rides that hasn't been changed since. The shock required 165psi for my 155lb weight, which gave me 17mm sag or bang-on 30-percent. I went as low as 25-percent while riding the Highlander on smooth trails, and as much as 35-percent when it was going to be a rowdy ride, but the middle of those proved to be a set-it-and-forget-it pressure.
With the exception of using a Maxxis DHF as a rear tire for a few rides, the bike's components remained unchanged for the time I spent on it.
Mike Levy
Location: Squamish, BC, Canada
Age: 39
Height: 5'10
Inseam: 33.5"
Weight: 156 lb
Industry affiliations / sponsors: None
Instagram: @killed_by_death
Location: Squamish, BC, Canada
Age: 39
Height: 5'10
Inseam: 33.5"
Weight: 156 lb
Industry affiliations / sponsors: None
Instagram: @killed_by_death
For a so-called trail bike, the Highlander feels like a slow, relaxed climber. This isn't one for those who chase uphill KOMs.
Climbing
Deviate calls the Highlander a trail bike, but with its 160mm Fox 36, tractor tires from Maxxis, and an over 31lb weight, I'm only partially convinced. In my mind, a trail bike is a lively, energetic thing that I'd want to, you know, ride all of the trails on. Of course, the words ''trail bike" are going to mean different things to different riders in different places, but if you're like me and think that the Santa Cruz Tallboy, Trek Fuel EX and the like fit that description, you'll probably find the Highlander to be about as much of a trail bike as the Grim Donut.
By those definitions, the Highlander seems to plod up climbs with an "I'll get there when I get there" manner about it that's more in-line with an all-mountain or enduro bikes. Framed in that more forgiving enduro-hued light, the Deviate can hold its own on the way up, largely due to efficient pedaling manners and versatile geometry.
![Deviate Highlander review Photo by Dane Perras.]()
With a big on-trail presence and wide, slow-rolling tires that cling to the last remaining scraps of traction, your best bet is to aim the Highlander where you intend to end up and stay on the gas. It's not a bike that loves the slow speeds stuff, but with an obvious emphasis on the descents, that's not exactly a surprise. And if you put the emphasis on the descents as well, you'll probably get along with the Highlander.
What does all that mean? That the Deviate climbs more like an efficient all-mountain bike than a true trail machine, and that the same could be said of the ideal Highlander rider.
![Deviate Highlander review Photo by Dane Perras.]()
Deviate calls the Highlander a trail bike, but with its 160mm Fox 36, tractor tires from Maxxis, and an over 31lb weight, I'm only partially convinced. In my mind, a trail bike is a lively, energetic thing that I'd want to, you know, ride all of the trails on. Of course, the words ''trail bike" are going to mean different things to different riders in different places, but if you're like me and think that the Santa Cruz Tallboy, Trek Fuel EX and the like fit that description, you'll probably find the Highlander to be about as much of a trail bike as the Grim Donut.
By those definitions, the Highlander seems to plod up climbs with an "I'll get there when I get there" manner about it that's more in-line with an all-mountain or enduro bikes. Framed in that more forgiving enduro-hued light, the Deviate can hold its own on the way up, largely due to efficient pedaling manners and versatile geometry.
The four-way adjustable Fox shock lets riders tune the amount of low-speed compression damping on tap, as well as offering a pedal-assist switch, but the Highlander asks for very little of the former (I preferred just 2-clicks from open) and none of the latter. The 140mm of rear-suspension stays relatively calm and level without asking for any artificial help, and out-of-the-saddle efforts aren't wasted just so long as you don't pedal like you're crushing grapes in a barrel with your feet. Circles are fast, squares are slow, and that's more true when you have more travel.
The Highlander can hold its own in the slow-speed technical pitches as well, but don't go expecting it to feel like a sharp trail bike in those moments.
The Highlander can hold its own in the slow-speed technical pitches as well, but don't go expecting it to feel like a sharp trail bike in those moments.
Tight switchbacks require some planning, but a skilled rider will learn how to get it done.
With a big on-trail presence and wide, slow-rolling tires that cling to the last remaining scraps of traction, your best bet is to aim the Highlander where you intend to end up and stay on the gas. It's not a bike that loves the slow speeds stuff, but with an obvious emphasis on the descents, that's not exactly a surprise. And if you put the emphasis on the descents as well, you'll probably get along with the Highlander.
What does all that mean? That the Deviate climbs more like an efficient all-mountain bike than a true trail machine, and that the same could be said of the ideal Highlander rider.
Chunky, messy terrain is where the Highlander shines. It's trails like these where the blue bike feels enduro-ready.
Descending
My first few rides on the Highlander saw me on rolling terrain with short, steep climbs and relatively smooth descents that didn't really suit the bike's strengths. Its slow-rolling Assegai tires didn't help, and while a quick tire swap (I installed a rear DHF for a couple of rides that sped things up a bit) can negate that, I could tell that the Deviate was far more interested in blacks than blues. Sure, decent pedaling manners mean that it'll toodle around just as well as anything else when you're on trails that would pass an IMBA grade inspection but, just like many of us, it never felt all that motivated in those situations.
Instead of making my usual side-hit detours on the local flow trails, I found myself pretty content to think more about carrying speed and carving corners. I mean, it's not a bad strategy, especially as this bike tracks like a frick'n Maglev train through seemingly any and every fast corner. I'm not sure if it's the shock and suspension bits sitting so low on the frame, the high pivot, the geometry, or the stout construction, but something (or everything) about the Highlander lets it corner in a predictable, deliberate way that lets you know everything will work out just fine.
![Deviate Highlander review Photo by Dane Perras.]()
The Highlander's rear-suspension doesn't offer the all-smoothing, all-squishing action that a Fuel EX or Specialized Stumpjumper does, two trail bikes that do an exceptionally good job of separating high-frequency chatter from the rider. While those machines want to keep you from even knowing about the small stuff under your wheels, there's a bit more feedback from the Highlander, even at 35-percent sag and with the compression settings wide open. I wouldn't go so far as to call it rough, but it's obvious that Deviate has prioritized fast instead of forgiving. It works, too.
Fast is when the blue bike feels like it comes alive, with medium-sized impacts being gobbled up by the back of the Highlander impressively well. It never feels like there's more than 140mm of tap, but the bike is less fussed about the kind of hits that may or may not knock you off-line, those rocks and roots that we go straight through yet can't quite ignore. The kind of rough, choppy ground that makes you work for it is where the Highlander is at its best, especially when things go from trail bike-friendly to ''Maybe I shouldn't be trying this trail.''
![Deviate Highlander review Photo by Dane Perras.]()
But even when it's cleaner than the inside of a Lysol bottle and fully lubed up, I could feel still feel the chain going over the idler pulley while pedaling. I wouldn't call it drag, per se, and I'd usually forget about it after the first ten-minutes of climbing, but I would say that it makes a traditional drivetrain seem damn smooth underfoot. Having dealt with a few horribly designed idler pulley systems on bikes from the early 2000s, including one that tried to borrow the end of a fingertip of mine, I'm always wary. Regardless, Deviate's deign didn't give me any trouble.
![Deviate Highlander review]()
![Deviate Highlander review]()
My first few rides on the Highlander saw me on rolling terrain with short, steep climbs and relatively smooth descents that didn't really suit the bike's strengths. Its slow-rolling Assegai tires didn't help, and while a quick tire swap (I installed a rear DHF for a couple of rides that sped things up a bit) can negate that, I could tell that the Deviate was far more interested in blacks than blues. Sure, decent pedaling manners mean that it'll toodle around just as well as anything else when you're on trails that would pass an IMBA grade inspection but, just like many of us, it never felt all that motivated in those situations.
Instead of making my usual side-hit detours on the local flow trails, I found myself pretty content to think more about carrying speed and carving corners. I mean, it's not a bad strategy, especially as this bike tracks like a frick'n Maglev train through seemingly any and every fast corner. I'm not sure if it's the shock and suspension bits sitting so low on the frame, the high pivot, the geometry, or the stout construction, but something (or everything) about the Highlander lets it corner in a predictable, deliberate way that lets you know everything will work out just fine.
With grabby Assegai tires and a long wheelbase, the Deviate tracks incredibly well.
The Highlander's rear-suspension doesn't offer the all-smoothing, all-squishing action that a Fuel EX or Specialized Stumpjumper does, two trail bikes that do an exceptionally good job of separating high-frequency chatter from the rider. While those machines want to keep you from even knowing about the small stuff under your wheels, there's a bit more feedback from the Highlander, even at 35-percent sag and with the compression settings wide open. I wouldn't go so far as to call it rough, but it's obvious that Deviate has prioritized fast instead of forgiving. It works, too.
Fast is when the blue bike feels like it comes alive, with medium-sized impacts being gobbled up by the back of the Highlander impressively well. It never feels like there's more than 140mm of tap, but the bike is less fussed about the kind of hits that may or may not knock you off-line, those rocks and roots that we go straight through yet can't quite ignore. The kind of rough, choppy ground that makes you work for it is where the Highlander is at its best, especially when things go from trail bike-friendly to ''Maybe I shouldn't be trying this trail.''
Dropping your heels is this bike's 'on' switch, and the more aggressive you get with it, the more it'll give you.
What about the extra chain and that idler pulley wheel that's just waiting to jam up with peanut butter mud? Does it add any resistance or feel strange? The Pacific Northwest doesn't get that sticky icky that drier, tree-challenged climates have to deal with, but the usual BC slop hasn't given the Highlander any issues at all. There's more to clean, no doubt about that, but it's quiet and the cutouts and open design stop normal mud from jamming up the works.
What about the extra chain and that idler pulley wheel that's just waiting to jam up with peanut butter mud? Does it add any resistance or feel strange? The Pacific Northwest doesn't get that sticky icky that drier, tree-challenged climates have to deal with, but the usual BC slop hasn't given the Highlander any issues at all. There's more to clean, no doubt about that, but it's quiet and the cutouts and open design stop normal mud from jamming up the works.
For a trail bike, the Highlander isn't exactly playful. The flipside to its stability is that it'll go through anything, including a brick wall.
But even when it's cleaner than the inside of a Lysol bottle and fully lubed up, I could feel still feel the chain going over the idler pulley while pedaling. I wouldn't call it drag, per se, and I'd usually forget about it after the first ten-minutes of climbing, but I would say that it makes a traditional drivetrain seem damn smooth underfoot. Having dealt with a few horribly designed idler pulley systems on bikes from the early 2000s, including one that tried to borrow the end of a fingertip of mine, I'm always wary. Regardless, Deviate's deign didn't give me any trouble.
The big Assegai tires don't roll quickly, but they do deliver loads of traction and that means you'll descend quickly.
The 2020 GRIP 2 damper on the front of the Highlander was flawless. How much better can the new one even be?
Technical Report
Maxxis Assegai Tires: The Deviate arrived with 2.5" wide Assegais on both ends that deliver all the traction, but that comes at the cost of some rolling speed when the ground is smooth and not angled down enough. If it were my bike, I'd probably keep the big meat on the front but go with a 2.35" Minion DHF on the other end.
Shimano XTR: The Highlander came with Japan's best drivetrain, giving me next to nothing to complain about on those fronts. The shifting is so good that I literally feel like a better human being every time I flicked an XTR paddle, but, surprise surprise, the front brake's bite point would migrate in and out depending on what I was doing and maybe the phase of the moon. It's wild that Shimano hasn't figured this out yet. Also, the lever's Servo-Wave mechanism adds some initial firmness to the pull, but I'd love to try the four-piston XTR caliper with their non-Servo-Wave XTR lever, like some of their sponsored riders seem to prefer, for a more natural lever feel.
That Extra Chainring and Chain: It's an idler pulley, not a chainring, and I'm honestly surprised to say that it gave me zero issues or headaches. I've already said that much above, but I wanted to repeat it so I believe it.
Maxxis Assegai Tires: The Deviate arrived with 2.5" wide Assegais on both ends that deliver all the traction, but that comes at the cost of some rolling speed when the ground is smooth and not angled down enough. If it were my bike, I'd probably keep the big meat on the front but go with a 2.35" Minion DHF on the other end.
Shimano XTR: The Highlander came with Japan's best drivetrain, giving me next to nothing to complain about on those fronts. The shifting is so good that I literally feel like a better human being every time I flicked an XTR paddle, but, surprise surprise, the front brake's bite point would migrate in and out depending on what I was doing and maybe the phase of the moon. It's wild that Shimano hasn't figured this out yet. Also, the lever's Servo-Wave mechanism adds some initial firmness to the pull, but I'd love to try the four-piston XTR caliper with their non-Servo-Wave XTR lever, like some of their sponsored riders seem to prefer, for a more natural lever feel.
That Extra Chainring and Chain: It's an idler pulley, not a chainring, and I'm honestly surprised to say that it gave me zero issues or headaches. I've already said that much above, but I wanted to repeat it so I believe it.
The 130mm Forbidden Druid (left) uses a very similar suspension design, while Pole's 140mm-travel Stamina is the most capable trail bike I've ever ridden.
How does it compare?
Forbidden's Druid has a bit less travel (130/150 versus the Highlander's 140/160 combo) but the general idea is the same: A sturdy, high single-pivot trail bike that employs both an idler pulley and linkage to drive the shock. They're not all that dissimilar on the trail, with both offering that heavy-hitting stability that isn't common among trail bikes. Between the two, it's the Druid that feels more like an all-around trail bike, though, while the longer-travel (and just plain longer) Highlander would be the better choice if you're really just an enduro rider in disguise.
If we're talking capable trail bikes, we can't get outta here without mentioning Pole's 140mm-travel Stamina. Yes, the non-production swingarm on our test bike broke during last year's Field Test review series, but it was still the most impressive bike that I rode in 2019. That review might have an asterisk beside it but, as far as trail bikes go, I don't think I'd be faster on anything else, including the Highlander. The slacker and even longer Pole is a bit more composed on the downhills when you're anything but, although it also feels like even more bike everywhere else as well. However you want to slice it, both the Stamina and the Highlander are all-mountain sleds masquerading as trail bikes.
Pros
+ The all-mountain rider's trail bike
+ Seriously capable for a trail bike
+ Sturdy, stiff construction
+ The idler pulley is effective and trouble-free
Cons
- The all-mountain rider's trail bike
- Feels like a lot of bike on tame terrain
- The idler pulley was trouble-free, for now...
Is this the bike for you?
If we're assuming that there can only be one (bike in your garage, I mean), the Highlander will make sense if your local trails are naturally raw, rough, and fast. Get the picture? This bike rides a fine line between the trail and enduro worlds, which allows it to be remarkably versatile when things get saucy. If you tend to see more of the opposite, smooth ground, trail centers, and flow, I suspect it'll end up feeling like a lot of bike under you.
If we're assuming that there can only be one (bike in your garage, I mean), the Highlander will make sense if your local trails are naturally raw, rough, and fast. Get the picture? This bike rides a fine line between the trail and enduro worlds, which allows it to be remarkably versatile when things get saucy. If you tend to see more of the opposite, smooth ground, trail centers, and flow, I suspect it'll end up feeling like a lot of bike under you.
Pinkbike's Take
 | Trail bikes should be versatile, ready-for-anything machines, and most of them are exactly that. But, push come to shove, most of that versatility extends towards tamer, pedal-intensive riding. On the contrary, the Highlander's versatility extends in the opposite direction, which will let you point it down more intensive lines than most trail bikes would be okay with. If that's how you want to spend your rides, the Highlander is ready. |
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It is weird to put in cons something what you just expect to happen in future.
Was the journalist a little overzealous to list that as a "con"? Maybe, I would've made that remark on the review body, I indeed got the feeling they were kind of nitpicking to have something to write on the "cons". That says a lot about the bike really.
But is the reviewer wrong to point out something that, maybe considering his past experiences or just common sense, jumps out as likely to be a potential weak link? That's hardly fortune telling, more like a comment or doubt many of us would also have.
By the critics logic here, a reviewer wouldn't be allowed to comment on a bike's lack of mud clearance if he didn't ride the bike through mud and got caked
BTW: this is not an anti-Levy comment, I usually enjoy reading his reviews, and what I wrote above would actually apply to 99% of the bike industry. Otherwise we'd have this kind of bikes for more than 15 years already.
"The derailleur hanger was trouble free, for now...."
"The bb didn't creak, for now...."
"The chainstays held up, for now..."
I can journalism too.
I would CAD up a high pivot bike, and a regular pivot bike, and keep the geometry (and everything else) as close to each other as possible. I can then commission Marino to weld up both of them, and I can do a long term review of the actual performance differences between a traditional bike and high pivot, since all the journalists neglect this in their reviews.
Thoughts?
If only someone had thought of this before!
Also, I'll do a kickstarter to sell the frame design I make, but I'll use the money for fancy booths at trade shows instead of getting your product to you, so your money will be well spent. JK!
I'm serious about making these two frame tho, if I have spare cash this summer I'm going to do it. I can get both probably for $1500.
Can't wait to buy one of your frames from On One
Is there really any journalism left in the world outside of PBS?
It all seems like click-bait/commercials to me.
"The chain/fork/derailleur/grips/shifter cable was trouble-free, for now..." LOL
PBS: www.youtube.com/watch?v=YsufMtUOXtI
The air staying in the shocks...for now.
- if you are not able to purchase an HSP trail/enduro bike in the near future, do not try one unless you handle frustration well;
- 130mm of travel on the Druid deliver way more traction and impact absorption than 160mm on my previous bike, way more than I could imagine;
- the bike is incredibly silent going down (without changing/adding anything to it);
- the idler pulley makes a bit more noise than a "standard chain line" when it is really muddy (which is the least of my concerns when I'm covered in mud); and
- the idler pulley has been trouble-free and not something I ever think about when ridding, not like the derailleur hanging off the side of my rear wheel.
I suppose if you use a steel cog, big bearings or needle bearings, and double shear mount a burly axle, it "should" be durable. However that setup is heavy so no trail bike has done it that I'm aware of. I like how Deviate double shear mounted the axle, I'm curious if they did any of the other things. Looks like the cog is metal at least. FWIW, the Corsairs were double shear mounted with little bearings and both plastic and metal version of the pulley making the rounds.
this article is from Mike Levy
cons:
this article is from Mike Levy
Also commencal supreme and the devinci Wilson have very similar linkage.
I love how you automatically assume it will fail, when it’s a proven design. It’s like you’ve been living under a rock for 4 years.
I have been living under a rock. Wonder how I come out with the phrase 1 rock in the bottom linkage, you will hear some crunching?
Thanks for all the comments.
Just wanted to add some information here.
**Is it a trail bike?**
You decide - it depends on what your "trails" look like. As Mike points out fairly clearly, this is a bike designed for serious terrain. It's probably not what you'd pick if your riding is mainly smooth trail centres. Where we ride it is hard to know if you're riding enduro/trail or all-mountain so we don't get caught up on category definitions. We've designed the Highlander as the one bike you'd want on a road trip. Our ideal road trip involves riding some rowdy terrain. Sometimes you may have some help on the ups - but more often than not you'll want a bike that climbs well and is fun on the undulating terrain you often find yourself on! Then when it comes to the "fun" - you want your bike to be equally comfortable at a bike park, on the steep "enduro" tracks, and on a big epic multi-day across a mountain range. We've very simply built the bike we would take on our road trip.
**Idler/Chain Wrap**
We've worked hard on the design of the idler to make it bomb-proof. As you'll have seen Mike has had no issues - neither have we and we've done a lot of testing in some pretty savage conditions! We learnt a lot with the Guide and we bring that experience to the Highlander's idler. The 18t idler is silent and will not wear faster than the rest of the drive train. The idler bearings sit behind twin lip wiper seals,are in double shear configuration and have grease ports. Spare idler wheels are cheap (~$30) and we keep a good stock. The limited wrap on the chain ring isn't an issue and our testing has shown that even though you can run a lower guide - no chain retention is required.
**US Purchases**
We are currently working on a US web store. For now - get in touch as we can and do ship to the US. The price for a Highlander frameset with Fox Factory X2 (2021) is $3300 USD shipped to your door within the mainland US with duty/tax paid.
**Price Point**
I know, I know, another boutique brand with a high price point! As a small brand we don't have the capacity (or desire) to manufacture or sell volume so we are forced to produce small batches. The price-point is a result of this. I am genuinely sorry if the price-point puts it out of your reach. However, your extra dollars to support a small manufacture do get you something we think is fairly important, customer service.
If customer service is important to you then we are trying to be the brand at the top of that list. Ben or Chris personally are available to all of our customers. Give us a call anytime during the working day - our number is on the website - one of us will pick up personally. Or if you are in the UK we'll go for a ride with you. We're not hiding behind some corporate "contact us and we'll get back to you within 5 days" line. Any issues with our products and we'll make it our priority to sort it.
It's worth saying that we're trying to be as competitive as we can and we think when you compare The Highlander to other bikes at this level we stack up well. Here in the UK we are cheaper than the equivalent Santa Cruz or Yeti frame and match their lifetime warranty. An alloy version is something we are exploring - however, we'll never be competing solely on price so please don't expect us to match what YT or Canyon can do.
**Lead time**
Currently we're on about an 8 week lead time due to demand.
**Sizes**
X-Large will be available to order shortly with an 8 week lead time.
If you have any questions please get in touch.
Cheers,
Ben and Chris
One suggestion I would like to make is partnering with either Push or EXT to offer the Highlander with one of those 2 amazing coil shocks at point of sale. I have to admit that 11-6 option from Fanatik is the one thing that has me still considering a Druid over a Highlander at this point.
If you guys could get a combo deal together for about $3800 it would make this a very hard package to beat. It will pedal and descend better setup like that and end up cheaper than buying a mainstream high end frame and then buying one of those shocks aftermarket.
I just think Mike spends too much time questioning the trail classification of the bike. I don't think the trail Vs AM Vs Enduro light classification is all that important.
Let's say, for some crazy reason, some brand releases what's a DH bike but calls it a AM bike, would that be any less of a good DH bike?
I have a GT Sanction and it felt balanced only when I have put the 180mm 36 on the front. Add in some off-set bushings and bearings for the of idler(dogbone) and I can't cash what this bike can take.(lack of balls, speed, fit and skill
E’s probably had 4
Got my money back in March I got over my affinity for the obscure and bought a V1 Ripmo on sale. Wish I had this on my radar. Looks rad and perfect for what I want. AndI’m not really over my affinity for the obscure.
I don’t think it is like the Sick Bike Co story. I think those guys intentionally screwed customers. I think Pole wants to get the bikes to the people but is having a difficult time and is in a difficult situation.
I will say that Leo's excuses on Facebook regarding moving and covid are a little bothersome, since myself and many others had problems far before either of those things took place
Assagai tires were a poor spec choice for a 140mm trail bike.
Still though, there are tires with 98% of the traction of the Assagai with 50% of the rolling resistance.
It really isn't a very good tire when weighing compromises and I think the traction often feels really high, because it slows one down so much absolutely everywhere that you're just not going as fast.
Reach means nothing without Stack.
3.5k for a frame and shock is a lot of course but I doubt it will matter to the target audience. Not a bike I will ever buy but it’s pretty f*ckin cool.
I get it, it is nice to have a spritely bike that pedals and climbs well. 140mm travel is 100% a compromise on fast rough terrain though. Hell even my Foxy 29 with 150mm rear travel and hyper-efficient pedaling was a compromise because it was harsh AF and got hung up on bumps. It was fast as you'd want a bike to be but not comfortable or forgiving even with 4 different shocks, one being custom tuned.
As a rider you have to decide where you want to compromise. Right now I like a bit of an agile feel, something that changes direction really well along with forgiving but supportive suspension. It can't kill me on climbs but I don't care about racing to the top as long as it delivers on the descent. I compromise pedal efficiency for bump absorption and traction, and I compromise a bit of ultimate stability for fun agility. That's my preference currently.
In Europe pricing is different (due to sales tax). We're cheaper than equivalent Santa Cruz frames.
Not trying to be an ass, genuinely curious
Wouldn't be surprised if chain stretch under actual pedaling load would incentive further engagement around the chainring
i reckon that test shows pretty well what loads the idler is under. try doing the same experiment on this bike. seems like you'd find it impossible to move the chain at all between the idler and main chain ring, and the force would be pulling the whole idler down, not just grabbing it's first couple of teeth
....the more you knoooowwww..... jingle that would play during sunday morning kids TV would play at the end of these types of comments...just for satirical effect...
"Generally the hardness and the actual material strength of a nut is less than the bolt. For example, if you look at the hardness of an SAE J995 Grade 8 nut (HRC 24-32 up to 5/8-in diameter), it is likely to be less than the SAE J429 Grade 8 bolt (HRC 33-39). This is designed to yield the nut threads to ensure the load is not carried solely by the first thread. As the thread yields, the load is further distributed to the next five threads. Even with the load distribution, the first engaged thread still takes the majority of the load. In a typical 7/8-9 Grade 8 nut, the first engaged thread carries 34% of the load. Using internally threaded materials with higher strengths and hardness can often result in fatigue and/or loosening."
"It appears that one could theoretically increase the thread strength by increasing the length of engagement. However, as illustrated in the Load Distribution chart above, the first thread will be taking the majority of the applied load. For carbon steel fasteners (including tapped holes) the length of engagement would be limited to approximately one nominal diameter (approximately 1-1/2 times the diameter for aluminum). After that, there is no appreciable increase in strength. Once the applied load has exceeded the first thread's capacity, it will fail and subsequently cause the remaining threads to fail in succession."
So, if I'm interpreting that correctly, while it is true that the first thread carries the majority of the load, in practice the thread engagement doesn't reach full strength until a depth of 1.5x the bolt diameter.
It's just science.
There's nothing wrong if you are born slow. There's always going to be the smartest guy in the room. No crime in that.
The crime is willful ignorance.
He was trying to explain to yiu but instead you put your fingers in your ears and went nananananananana.
That's willful ignorance and very TRUMP LIKE.
Maybe you've had to many shots of Lysol and bleach today.
"Trail bikes should be versatile, ready-for-anything machines, and most of them are exactly that. But, push come to shove, most of that versatility extends towards tamer, pedal-intensive riding. On the contrary, the Highlander's versatility extends in the opposite direction, which will let you point it down more intensive lines than most trail bikes would be okay with."
Maybe that's because just a few short years ago, this bike would have been classified as a long-travel Enduro 29er?
Congrats on a great concept and delivery @deviatecycles, always cool to see passionate people making the bikes they would like to ride.
The Highlander appeals to me but I've been preferring more nimble bikes lately, many of them 27.5s. I fear the Highlander may be a bit subdued in agility based on this review. I'll try to ride a demo somewhere if possible...
For big days with big descents (my favorite) I'd really love something like that Maelstrom in a 27.5. F170mm/R160mm, High Single Pivot. Modern-ish geo that strikes a good balance between stable and nimble. Yes, I know there's the Guide but I don't really want a gearbox and the aesthetics aren't quite as amazing as this Highlander.
@deviatecycles I like the cut of your jib, keep up the great work!
I’m really between trying this or the Druid as my next bike. I ride a transition Sentinel as my daily do it all for reference. (Mostly rolling terrain with 2-3 enduro races mixed in per season and a few bike park trips as well)
If an Assegai is a trail bike, what do they put on proper downhill bikes?
I'm currently riding a Smuggler with a DHF up front and have to say I absolutely love it, but that rear tyre has gotta roll! And even then, you don't want to push a tractor tyre up front around all day.
I use 2.3/2.4 DHR2/DHF most of the time.
Tyres are your choice. We simply sell the frame.
Bumed......
enduro-mtb.com/en/deviate-highlander-2020-review
I'd say simply adapt the spec to suit what you want to achieve. We've definitely skewed the builds we gave to Pinkbike and Enduro-mag actually to be at the more enduro end of spectrum.
There is also strong contextual effects in mountain bikes.
Good luck.
I do agree with you though. These frame prices just keep increasing. I don't see the prices going down. They'll just reach a point where the sales growth line and profit line meet and stay there. My attention is starting to turn to the manufacturers making exceptional bikes at reasonable prices. I do find this Highlander to be particularly appealing though.
In the US the people that will buy this are those that are lucky enough to demo it and like it or riders who have the money and put having something rare and unique over knowing that the bike performs to your preferences before buying it.
I believe most of the sales we see in the bike industry are due to manufacturers or shops not being able to properly forecast and needing to liquidate inventory. Forecasting is extremely difficult especially in this fickle market. A small company like Deviate would likely sell out of their low inventory levels long before needing to liquidate. This eliminates the need for "sales" and decreased profits.
If the MSRP is $3500 but the everyday purchase price is $3000 then the MSRP is just a fictional number. This doesn't seem to be the case with Deviate though. I will say that I'm not sure where the price is coming from though. I see on the Deviate site that the Highlander with Float X2 is 2500 Pounds (2999 - 499 VAT) which comes out to around $3100 without shipping. I cannot select USA as a shipping destination and when selecting a non-VAT country the VAT is not removed so the price is around the $3500 mark. I spoke to Deviate when the bike was released and they said their e-com site was messed up a bit. I'm not sure if that was addressed.
In the past 5 years or so I've made it a point to go to as many demo days as possible. I (used to) travel for work and I would schedule trips around demo days that I wanted to hit. I love to experience different bikes.
That being said. I really like the Highlander and may buy it without demoing. Although, the company I work for does have a manufacturing plant in Edinburgh so a demo may not be completely out of the realm of possibility.
Trails vary. Undulating terrain, mountain adventures in the Pisgah Forest, and a few bike park trips every year. I have also been hitting Utah and BC once or twice a year as well but maybe not this year. I only have one bike so it needs to be able to do everything but I do focus on the descents.
I'm sure more reviews will come out soon and although I generally take them lightly, they can give you a general impression of how a bike will ride. This review scares me a bit, it reads similarly to the Foxy 29 review. I read it as, "Significant trail feedback, lazy-ish handling, very good on steep fast descents." That's haw the Foxy review read. The Foxy was indeed fast AF downhill, efficient and amazing on steep stuff but also harsh AF and a bit too long for my tastes. I'll wait to read more reviews on the Highlander before forming an opinion.
i recently sold my 29er 170/170 capra because it felt a bit too sluggish but it really did a phenomenal job of smoothing things out. the yeti is undeniably faster everywhere, but at a higher cost. where would you say your bronson fall on that scale? i don't think i am willing to go back to 27.5, even though my insurgent was the most fun bike i ever owned, and only marginally slower than the yeti.
It does seem a bit funny that for as much praise as HSP gets, I'd think it would be firm under power, supportive but sensitive when coasting, and absolutely phenomenal going downhill. Instead, this Highlander seems to have all the compromises of every other suspension system, including the incredibly light and simple Scott Genius.
The Bronson with the LT link isn't a sofa ride. You know whats going on underneath you but in a calm and controlled manner. It's like someone rounded off all the square edged hits. Amazing traction and still playful. I will say, like all bikes with a vertical/forward axle path you can feel it pulling a bit on repeated fast square edge hits. 29" wheels would help with that for sure but then you lose the feel of the 27.5 wheel. This is why I like the idea of a 27.5 with a HSP. You get the agility of the 27.5 wheel with a bump eating rearward axle path.
29" wheels roll well and smooth bumps a little better than 27.5s but they also have their drawbacks. Right now I'm really liking 27.5s with a really well tuned suspension setup over 29s with the same level of tuning. I don't race but If I did I'd only be concerned with getting to the finish line as fast as possible which would probably mean I'd be on a 29er. Right now I'm only concerned with getting there with the biggest grin on my face and it seems 27.5s are the right ticket for that ride.
I get that the idler pulley helps lower the effect of chain growth during travel, and that means chain's won't be broken as easily, but that is a lot of growth during compression. I can't imagine the bike handling the same at different points in the travel.
Also Deviate gets extra points for the antisquat chart that has all the gear ratios.
Really top notch stuff.
We're committed to making all the technical data available so that riders can decide if it's the bike for them.
Just saying.
www.instagram.com/p/B_acUqMHHyi
He, like Leo from Pole post vids like that claiming it turns just as well as anything else and I kind of agree. But then if they play that card I require them to post vids of their clients doing it, especially that bit with Paul sliding ON a berm, which is a bloody mastery of shifting weight while cornering. Most of their viewers have no bloody clue what they just saw. They just think the bike turns well.
www.instagram.com/p/B-fZylQnOIk
Some of us bigger folks ride stuff that requires burly tires, it's not about you, it's about where we ride.
Not to mention, DH bikes are not meant for climbing, so maybe you meant Enduro?
"Why is it hard to do on a berm? Because berm causes the bike to get heavy and when bike gets heavy it doesn’t want to slide."
and
"But please try that. Please try to slide on a berm. Film it. Post it."
Are you ok? There's no shame in asking for help if you're struggling. It doesn't make you weak, it makes you strong.
"especially that bit with Paul sliding ON a berm, which is a bloody mastery of shifting weight while cornering. Most of their viewers have no bloody clue what they just saw."
So, yeah, I don't think it takes a stretch of the imagination to think that you were fascinated with him drifting his rear tire. But, feel free to backpedal all you want
My fav quote: ''However, for our trail bike, the gearbox had to go - it feels draggy during undulating riding or when accelerating hard"
So they admitted it's draggy, but they still got a high pivot which is also draggy.
Not that playful, less expensive and easier to customize drivetrain, so a high pivot for the masses that's not as trail worthy as the Druid but could handle all mountain.
OK
At least he's honest.