2017 has seen Pivot release their
new Mach 5.5 Carbon back in May, followed up with their Europe-only
Shuttle eMTB in August, and now the Arizona-based company is adding two more bikes to their catalog: the Mach 6 Carbon and Mach 6 Aluminum.
The two bikes share the same 155mm of rear wheel travel, dw-link suspension system, and updated geometry compared to the previous version of the Mach 6.
Mach 6 Carbon and Aluminum • Rear wheel travel: 155mm
• dw-link suspension system
• Wheel size: 27.5''
• Made for 160 - 170mm forks
• Size-specific geometry
• Cold forged upper and lower links w/ Enduro Max cartridge bearings
• 12 x 148mm Boost hub spacing
• Internal cable routing, Di2 compatible (alloy external)
• Internal dropper post routing
• 1x or 2x compatible
•
www.pivotcycles.com New Carbon and Aluminum Frames Like a lot of brands, the design language is very similar throughout Pivot's catalog, and it's no different when it comes to the two new Mach 6 platforms. Both are unmistakably Pivot through and through, but both the carbon and aluminum Mach 6 frames are also completely new.
The fresh carbon frame is made using Pivot's ''exclusive hollow core internal molding process,'' and the finished product is said to be comparable to
their downhill bike when talking about rigidity and strength. Given that many of these new all-mountain rigs are essentially being ridden like short-travel downhill bikes, Pivot's claims and confidence have to be a good thing. They also say that the large diameter tubes, new linkage pieces, and suspension-specific EnduroMax bearings all help further their cause. Tire clearance taps out at 2.6'' rubber out back, and no, you can't fit 29'' wheels.
The aluminum frame hosts all the same features, minus the carbon fiber, of course, and has external cable routing (except for the dropper post) as opposed to the internal routing found on its more expensive brother.
Pivot has long employed dw-link suspension, and it's no different on the new Mach 6 platforms, with the bikes featuring a system that's tailor-made for air shocks. Want to run a coil-sprung shock? You're mostly out of luck, as the bike's rear-end is made to work in tandem with the progressive nature of an air spring. That said, Pivot has worked with Colorado's Push Industries to come up with a tune that will play nice with the Mach 6, so you'll just need to shell out for one of those US-made shocks if it's a coil or nothing kinda thing for you.
Up front, the frame is made for 160mm-travel forks with a 44mm offset, although you can up-fork your bike to 170mm if you party really hard and think you need the extra 10mm of squish.
Often, when a new bike is released, it's debuted in carbon fiber before a less expensive and slightly heavier aluminum version is shown a bit later down the road. There are all sorts of things at play there, from priorities when it comes to manufacturing, to timelines and availability, but it usually works out that people get excited about the high-end, dentist and doctor-spec carbon models before the less pricey aluminum versions can be had. Pivot is dropping both at the same time, though, so you can get your hands on the same geometry and dw-link suspension starting at $3,899 USD for an alloy model, or spend up to $10,398 USD if only the fancy pants carbon bike is good enough for you.
There are fourteen Mach 6 models in total, which is a lot of numbers to type out, but you can
see the entire range and all the MSRPs on Pivot's website.
More Length, More Slack We have enduro racing to thank for our bikes growing in front-end length, the steep seat tube angles that hide that extra reach when we're on the seat, and especially the slacker head tube angles that are inching closer and closer towards downhill bike territory with every new bike. The previous Mach 6 was no slouch in its day, but it was obvious that it was time for Pivot to drastically increase the reach on their premium all-mountain and enduro offering, so that's exactly what they've done.
Comparing the old and new bikes in a large size, the old Mach 6 had a 414mm reach that's pretty dang short by today's standards when a lot of medium-sized frames are considerably roomier. The new Mach 6, in a large size, gets stretched out considerably to 460mm, a number that's a whopping 46mm longer than its predecessor and more in line with other contemporary offerings. The new bike's head angle is also slacker at 65.8-degrees compared to the old one's 66.25-degree front-end, and you don't need a math degree to know that all that makes for a longer wheelbase as well.
Pivot hasn't added the same massive amount of length across the board, however, as it's only the medium, large and x-large sizes that see the biggest increase. ''Small and x-small remain compact, in keeping with our rider-size-specific design philosophy while still offering the climbing advantages of the steeper seat angle, and a nimble, capable handling on descents,'' Pivot explained about their approach to sizing. That "size-specific design philosophy'' doesn't quite reach the back of the bike, however, with all sizes featuring the same 430mm chainstay length.
More Masters, Too
In related news, Pivot has signed Kiwi Eddie Masters to their factory racing team. Eddie will be racing on, you guessed it, a team version of the Mach 6 (pictured below) at Enduro World Series events, as well as major downhill races on board the Phoenix DH Carbon. Masters, who placed third overall at the EWS round in Rotorua, New Zealand, had this predictably cheerful quote in the press release: ''I’m really excited for this opportunity. I'm so stoked to join the team and I can’t wait to get racing under the Pivot banner in 2018!'' Eddie joins Bernard Kerr, Emilie Siegenthaler, and Rupert Chapman, and the team plans to hit all the major downhill events, including the Crankworx tour, and at least six Enduro World Series stops.
What the f*ck is wrong with everyone this week?
or you tried to upfork the crap out of it and the headtube couldnt handle it.
On anything less than a World Cup DH track a trail bike will be faster than a DH rig, it'll be moving forward rather than up/down.
At least that's what I experience when I ride mellow trails on my Fritzz180 compared to my mates riding Patrols and Switchblades...
I rode the Mach5.5 a week ago, and you're right about the bottomlessness of the DW, it was the angles more than anything that was uncomfortable. We rode a steep DH-like run.
@andrextr care to have a go? Maybe compare the 5.5 /SB/Firebird?
unfortunately whitebullit is NOT making any of this up..
I have seen all of the broken canfield balance frames he is talking about
I ride with those guys too...they all had 160mm forks and not abused.
It's a shame IMO and canfield should have done more for them.
mostly small cracks near the shock mount tabs, except for the one that had a major crack near headtube( and YES he's the most XC rider out of the bunch) oh and yes, one had the suspension linkage hitting the seat tube and denting it.....
For the record, I was not downvoting the comments about broken frames; i think it is important for people to be aware of. I am amazed more than anything that there is a concentration of broken canfields in a group like that.
here is one pic i have..i didnt take pics of everyones broken balance frames but I can still get pics of at least two more that are cracked next time I see them,,,,
www.pinkbike.com/photo/15253871
here is one more pic...this is the common place everyone with a balance should be looking for cracks...
LOOK CLOSELY ON TOP OF THE WELDS
www.pinkbike.com/photo/15253933
ok one more pic..this is NOT the same frame as the picture i posted above(both just raw frames)
www.pinkbike.com/photo/15254159
First, the hydraulic line is not under the bottom bracket, it is the rear derailleur cable. From a performance perspective, this is the straightest and smoothest routing which results in exceptional shifting performance. It's proven reliable and effective in model after model.
Second, we've sold thousands of bikes with this design over our years in business and our riders, dealers and demo fleets just don’t have issues with it. If we had, we would have addressed it long ago – not only is it important from a customer service and rider experience standpoint, but also, it makes good business sense to address thing like this if it were an issue.
I really appreciate feedback and commentary from our riders and shops and we have certainly incorporated great ideas from outside the company into our designs at times. We stand behind our bikes - if you haven’t had a chance to get out on a Pivot, our demo fleets travel the USA, Canada and Europe and we invite you to join us at an event and check them out in person.
Thank you for your support,
Chris Cocalis
That screws in, right? Or is it reverse threaded?
It makes me mad when the only way to buy a complete bike with a top-of-the-line fork is to buy the 10 000$ model with carbon rims.
Also, although the Pivot teal color frame looks sweet, you can't be rippin off Yeti like that?? C'mon maaaaaan! That is a Yeti staple! Regardless, keep up the great work. I still think Pivot bikes are rad!
It's interesting to me how dedicated to Shimano Pivot is. I wonder what they get out of it? Does anyone actually buy the DI2 bikes?
Shame because I think the Ali version actually looks better than the carbon
Maybe Chris can weigh in an explain the logic here. Mount inside the frame on the carbon...plenty of room...wtf?
This isn't actually a problem on the scale that some believe it is. It certainly happens, but it's no different than an incorrectly installed link bearing causing alignment issues on a dual-link suspension...a fluke.
Specialized wouldn't keep a 100% defective product in their lineup, so I'm not saying all of their bikes are time-bombs. I just think that effectively doubling the length of the shaft/lever arm will exacerbate side loading issues. The neat feature of other company's yokes is that it allows the shock to move in both directions, which would lower side loading.
Looking at the Mach 6 vs. Bronson, pricing seems to be right on.
These are little things that I think that for $3,800 you would expect a 2018 bikes to have. And I just pointed to Santa Cruz because I think most people say those are the expensive "dentist" bikes. I think a lot of brands are giving us better value for our money component wise these days.
Now I can agree with your second paragraph. We shouldn't have to pay $3800 to get what is barely a mid-range spec on an aluminum frame, and there definitely are better values out there. That said, not everyone is looking for the "best value" and pretty much everyone has their favorite bikes. When one is spending this much coin on a toy, one should be buying the toy that makes them the happiest.
For the GX drivetrain I was putting it ahead because it is the Eagle version not the 11 speed.
Personally, i'm more interested in range than number of gears. I'm currently running XTR with a 10-50 11-speed cassette on my Carbine so Eagle offers nothing objectively, and subjectively it would be a downgrade because i've found SRAM to be alot less durable and reliable than Shimano. Shimano will have their 12-speed out next year so at that point we can talk 12-speed to 12-speed.
I noted all that because it helps to elaborate on my response to your comment about Eagle being superior because it's 12-speed...not everyone agrees. In fact, I would be willing to bet at this time that the majority would not consider Eagle superior simply because it has more speeds. That will likely change as 12-speed becomes the norm. But as I said before, bikes are spec'd and priced based on what sells, not based on numbers...so at this time, the Bronson S and Mach 6 alloy base build are pretty darn competitive.
Obviously SRAM fans may disagree. And that's ok...watch my buy/sell for great deals on SRAM/Rockshox products.
"Value" is difficult to quantify. If you want the best component spec for your money, there are some direct sale, catalog frames that offer outstanding specs at reasonable prices. I would argue the aluminum Pivot or Santa Cruz frames being discussed are much nicer, though, and I'd rather have a posh frame with budget parts than vice versa.
If a person can find a cheap bike with great geometry, though, that's the best of both worlds! Whyte and Bird are particularly good examples, in my opinion.
Anyway, we can discuss personal opinions all day (and have, at length, many times in the past)...that's why I tried to stick to the objective marketing-based approach. Complete bike builds are selected to make a bike as appealing as possible for a given price. No bike maker can account for personal opinion...Shimano vs. SRAM is like Chevy vs. Ford...everyone has their favorite. SRAM created GX to compete in the same space that SLX occupies, and that's why you find SLX builds at the same price point as GX builds. You may think "wow why would I buy SLX 11-speed when I can get GX 12-speed?!", but I and many others couldn't care less how many speeds the bikes have...some of us simply want range in a quality drivetrain. Then you have the "50t? pssht I push 36x11 uphill all day!" and all they want is an 11-34t cassette on a drivetrain that just works. 12-speed will continue to increase in demand as time passes but right now it's not a significant factor.
Coulda been a “safety video” as those blokes scared me riding without knee pads.
But they’re probably enduro specific riders anyway.