Devinci's New Troy - Crankworx Whistler 2015
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Canadian company Devinci is updating their 140mm travel Troy platform to better suit more aggressive riders. The basic lines will look familiar compared to last year's bike, but every element of the frame has been re-designed in a search for increased chassis rigidity and updated geometry that includes a much longer front end than Devinci's bikes have featured in the past. Devinci will offer both carbon and aluminum versions of the new Troy when the bike becomes available this coming November, as well as a frame-only carbon fiber and aluminum options for those who want to build it up to their own preferences.
Devinci Troy Details
• Intended use: trail / all-mountain
• Rear wheel travel: 140mm
• Wheel size: 27.5"
• More progressive suspension
• All new frame
• Carbon and aluminum options
• Longer reach, shorter rear end
• Internal cable routing
• ISCG 05 chain guide tabs
• Carbon frame 1X only
• Intended use: trail / all-mountain
• Rear wheel travel: 140mm
• Wheel size: 27.5"
• More progressive suspension
• All new frame
• Carbon and aluminum options
• Longer reach, shorter rear end
• Internal cable routing
• ISCG 05 chain guide tabs
• Carbon frame 1X only
A new, wider down tube is said to greatly increase frame stiffness.
The front end looks very Spartan-esque, including the ports for the Troy's internal cable routing.
With the original Troy, Devinci found that the 140mm travel bike was often being ridden by downhillers as an aggressive trail machine, something that led these riders to spec the bike with things like shorter stems and wider handlebars than what it originally came stock with. It was clear that the next generation Troy would need to be designed with these points in mind, and that's exactly what Devinci have done. So while the old medium sized bike featured a 415mm long reach in the 'LO' setting, the new Troy sports a 440mm reach and will come from the factory with a short stem and either a 780 or 800mm wide handlebar depending on the model. The 67 degree head angle remains the same as last year, though, as that number suits the 140mm travel bike's intentions as a burly trail machine - if you want slacker and more capable, the 165mm travel Spartan is what you should be considering. The new Troy's rear end is also slightly shorter at 426mm, with 4mm removed compared to last year due to the carbon bike's dedicated single chain ring design that provides a touch more clearance.
Devinci was also on a quest to greatly increase chassis rigidity, and they say that they've been able to do that thanks to the massive carbon tubes that make it clear that the bike is closely related to the longer travel Spartan. The rear end is also all new, with burlier carbon seat stays, new aluminum chain stays, and a stiffer rocker arm that are all said to contribute to a big jump in lateral rigidity. All that adds up to a slightly heavier frame, with the new version coming in a 6.13 pounds compared to 6.07 pounds for the old bike, a bump up that Devinci clearly feels is well worth it.
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 The new Troy features the same 140mm of rear wheel travel, but tweaks to the design provide added bottom-out resistance. |
The re-designed Troy still employs Dave Weagle's Split Pivot suspension design that lets the dropout pivot rotate concentrically around the axle, and it's said to allow the braking neutrality to be tuned independently of chain induced suspension forces. In short, active braking combined with good pedalling performance. But comparing the previous iteration of Troy to the new bike will reveal slightly different pivot locations between the two, and especially when talking about the new and stiffer rocker arm. We might only be talking about a few millimeters difference here and there, but the end result is a more progressive stroke that, along with new shock tunes from RockShox, is said to make for more bottom-out resistance compared to the original design. Again, this news should keep more aggressive riders happy.
MENTIONS: @devinci
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Pardon the innuendo and hurry can of puns tho.
Unlimited Pun Works, yeah.
I find myself between what most manufacturers deem medium and large, always wanting the length of the large but the seat tube height of the medium.
I for one am happy with the way geometry trends are going. The fact that the bikes ride and handle so much better is maybe just a bonus that comes with it, haha!
Next gen of DH bikes get down to 7" of travel or so. I have a 5" frame with 6" fork and it is plenty capable when you set it hard and put 2ply tyres on. If I lived near proper mountains, since I am such an amateur and suspension on 6" bikes got so good at climbing, I'd buy something like Kona 167, Spes Enduro or Trek Slash and stuff it with Fox Float 36 180. Set it at 260 travel for general riding and 180 for park. Bikes are amazing these days
Makes me wonder about the m16
Barely trust them? Do you own some? But sleep with one eye open?
And I think you're right about wide bars @j-t-g, makes me wonder though, have they pretty much ended full X-ups? Only see them on dj edits now.
I do 95% of the maintenance on my bikes, including rebuilding and revaling my dampers and building and truing my wheelsets. Pretty much the only thing I won't do myself is press or remove pivot bearings, headsets, or press fit BBs since I'm afraid I might damage the frame if I try to do it myself especially if I don't have the proper tools, which cost hundreds of dollars.
also the "special" tool can be made with a length of thin wall alum and a dremel......
also you would have to swap out pressfit bb's a few hundred times before you start boring the frame out.
While I'll be the first to say the advantages of carbon over alum don't begin and end with weight savings, I do expect there to be a notable difference for the added cost.
still looking for a perfect do-it-all i guess. . .
Or will Devinci be releasing a short-travel trail-bike (650b) soon? 125mm/5 inch rear travel?
Whats out there? Any bikes between a norco sight and a full suspension XC bike???
The colour every mtb should be.
it may not be obvious, but there's a pivot in the area that the rear axle passes through. I agree with the people above that it's one of my favorite suspension designs, after riding a few bikes using it.
Any design magic DW comes up with in pivot placement for a leverage activated single pivot can also be used by a HL. AND you'd still have the chain stay pivot placement to make it that much better... Now that there is no legal reason DW can't make HL's it will be interesting if someone asks/pays him to develop one.
I think the problem with VPP/Dual link bikes is whatever you do to make them pedal better takes away from the plush. Sometimes this makes them harsh, better bikes it's just "controlled", but it never seems as smooth or OPEN as HL/SP bikes??? (edit/ which is why low speed compression dampening is important on HL/SP bikes!
But I'd love to ride one nonetheless!