![]() ![]() The chainstay and downtube are well protected with plastic guards. Pivot looked to increase seatpost insertion depths to fit the longest droppers for most riders and sizes. That’s something that can’t be said of geo adjustment systems that require the removal of the rear axle or headset.Īs we’ve come to expect with Pivot bikes, the fine details are meticulously taken care of on the new Firebird. Thankfully the adjustment is possible on the trail, so you can switch easily depending on the rides you do each day. ![]() After a week in the slack setting, I left the bike in the high setting for the remainder of my testing. I started in the low setting, but quickly realized even the steepest trails I had access to didn’t warrant that slack of a bike, except for a few sections. If you’re keeping track, that’s still longer, lower and slacker than the previous generation bike, which had a 65-degree head tube angle and 74.5-degree seat tube angle. The change is noticeable and helps the bike navigate flatter terrain better than the EWS-ready mode. The high setting steepens things slightly with a 64.6-degree head tube angle, 77.5-degree seat tube, 355.8mm BB height and 1,266mm wheelbase. It’s easy enough that it can be done trail side with the help of a hex key. Like the previous generation Pivot Firebird, the 2022 model retains an easy-to-use flip chip to alter the geo on the fly. Size-specific chainstays help to maintain the weight balance between each wheel, and reasonably short seat tube lengths offer the possibility of sizing up or down for many riders if a different fit is desired. The reach number is a lengthy 488mm, there are 438mm chain stays and a 350mm bottom bracket height, giving an overall wheelbase that stretches out to 1,267mm. In the low BB setting, our large sized frame had a head tube angle of 64 degrees, with a 77-degree effective seat tube angle. The new Pivot Firebird’s geometry is aggressive and caters towards the needs of modern enduro racing. As one would hope with such a solid (expensive) parts spec, there were zero issues or serious complaints during testing. Rolling stock came in the form of ultra-stiff Reynolds carbon rims on I9 hubs and Maxxis Minion tires to round off the notable parts list. Our bike was sporting the air spec with a 170mm Fox Factory 38 and Fox Float X2 combo. To further add to the plethora of build options, Pivot allows customers to choose between an air, coil or Live Valve suspension setup depending on needs and taste. ![]() That drivetrain is complemented with a Fox Factory suspension spec. I personally have a preference for the Shimano components and was delighted to see an XTR 12-speed drivetrain and XTR 4 piston brakes when I opened the box. Speaking of spec, we were lucky enough to test the ($8,649/€9,499) Pro XT/XTR Carbon wheel build. No matter what side of the fence you’re on, you can choose the build and brand you want. Even better, Pivot offers every single level of bike in both a SRAM and Shimano drivetrain spec. I for one prefer that approach, instead of brands who hit lower price specs at the expense of build quality in the small details. ![]() While it makes for a less accessible beginner bike, you can’t argue with their approach as a skilled rider. They build bikes so that even their cheapest spec is quite literally race ready with zero parts changes or substitutions. When the bike launched, the interweb net-bangers were quick to point out that the entry level starting price was too rich for their blood, but Pivot has never been one to shy away from their top-tier product. There are build specs ranging from $6,000 to $13,000 (€6,599 – €14,249) to cater to a range of (higher-end) budgets. ![]()
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