If you follow World Cup downhill, you’ll know the Devinci brand. Canadian DH legend Stevie Smith took out the 2013 World Cup series on his Wilson Carbon and you can’t buy better exposure than that. If you’re not into downhill or just don’t follow the race scene, Devinci probably isn’t the first name that comes to mind when you think of high-end MTB brands. If anything they are perceived as a new-school MTB brand and you certainly won’t see a horde of them at your local trailhead.
As far as mountain bike brands go, they’ve actually been around for a long time. Known first as ‘Da Vinci’ they started out 1987 as small-time frame builder in Quebec on the eastern side of Canada. Now they’ve grown into a major player within their home market; where Kona and Norco serve as the bread and butter brands in Canada’s western states, Devinci rules the roost in the east. Internationally they may be seen as small and boutique but in Quebec they are huge; look at the main Devinci website and you’ll see they make everything from kids to comfort bikes and high-end roadies.
Interestingly, a good chunk of their bikes are still manufactured in Quebec. For example, their alloy dual suspension models are still mitred, welded, aligned, painted and assembled in-house—quite a rarity these days where most brands outsource their manufacturing. This speeds the whole R&D process and makes it comparatively easy for them to refine their products and bring new models to the market as they see fit. It means their new-school image may actually have some substance to back it up.
While Devinci believes strongly in their Canadian made alloy product, there’s no avoiding the market demand for carbon. Still, it took them until 2012 to introduce their first carbon mountain bikes. A 24-year gestation period isn’t exactly rushing into the carbon market but their new carbon offerings certainly look the goods.
Their first carbon offerings came with 26-inch wheels; that was the Wilson downhill bike that Steve Smith used to win the 2013 World Cup and the Dixon, a 145mm travel trail bike. Our test rig is their latest carbon offering; the Troy. With 140mm of travel it sits very close to the Dixon but it runs 27.5 wheels and different geometry.
The 26-inch Dixon remains in their 2014 line-up, although it’s billed as ‘enduro’ while the Troy is referred to as a trail bike. This differentiation mainly comes about due to the parts spec, as the Dixon comes with a 160mm travel fork which gives it a slacker, 66-degree head angle. In standard form the Troy has a 140mm fork to match the rear travel and a 67-degree head angle. Based on those stats the Troy does slip neatly into the trail bike division.
Dim Sim not Maple Syrup
We were surprised to find the words ‘Handmade in Canada’ written under the down tube on the Troy Carbon. It’s surprising enough that the alloy bikes are made in Quebec, but the carbon frames too? The vast majority of high-end carbon bikes come out of China and Taiwan, and that applies to all the major brands that we are aware of. After chatting to the Devinci distributor, we found that production of the carbon main frame and seat stay is outsourced to Asia while all of the alloy frame parts (chainstay, rocker links, pivot hardware) are made in Canada. The frame is also painted and assembled at the Devinci factory.
While they may be passionate about their in-house manufacturing capabilities, they are also realists. They have more than two decades of experience in building alloy frames and have invested heavily in their own heat treatment booth; they don’t possess the same knowledge and manufacturing capability for carbon—Asian factories do. Carbon is what high-end bike buyers seem to want so they’ve enlisted the help of a good carbon manufacturer to do the job. As for the handmade in Canada sticker; we can only assume that enough of the frame building is done in-house to justify the badge. It’s funny that so many brands still feel the need to hide the fact that their frames are made in China or Taiwan, when those nations have proven to be the best at mass-producing high quality carbon bike frames.
Another thing that struck us as unusual was the finish. It seems like every bike brand opts for the matte black unidirectional carbon look and then adds a few colourful highlights to differentiate their models. The Troy features a glossy clear-coat over a 3K weave—it’s what we were used to seeing on carbon bikes around five years ago and it certainly lends the frame a different look.
The frame tubes aren’t quite as gargantuan as many bikes that we see, especially up around the head tube and top tube—although the down tube is undeniably massive where it meets the bottom bracket. The slightly slender profile combines with the glossy crosshatched weave and subtle decals to give the Troy an almost classical appearance; it’s more E-Type Jag than muscle car.
Inner Peace
Part of the clean aesthetic can be attributed to the internal cable routing. All of the gear, brake and dropper post lines go inside the main frame. The brake hose reveals itself rearwards from the bottom bracket but that is all. I’ll admit that internal cabling can look pretty hot on smoothly finished carbon bike but I’m often left cursing it as soon as I’m faced with the job of fishing a slightly used cable through the down tube. This wasn’t the case with the Troy. Every inlet port on the head tube has an internal sleeve that guides the cable (or hose) straight to the exit port—no faffing and no hair pulling. I was even able to pass the brake hose through the down tube and reconnect it to the lever without spilling a drop of hydraulic fluid or needing to re-bleed the system.
As tidy as the setup was, it didn’t quite find internal cable nirvana. The inlet port for the rear brake is on the left side of the frame. Run the lever on the left side (like most Aussies) and you get an awkward arc in the hose and rub marks on the head tube. Our stock X01 build came with a regular seatpost, so we used the dropper post inlet on the right side for the brake hose. You could then run the dropper cable through the hole that’s meant for the brake but the remote would have to go on the right side of the bars to get a nice arc in that line—again less than ideal as the remote is better off on the left side when running a one-by drivechain.
The other small glitch was the potential for cable noise. I say ‘potential’ as it we never really picked up on it when riding as there’s always lots of other noise; hum of tyres, freewheel buzzing and so on. Anyhow, the large ‘tunnels’ that make it so easy to feed a cable through, also allow the skinny gear housing to slip back and forth and rattle around inside. If it ever presented a problem, you could always shove a small piece of foam alongside the cable to stop any rattles.
Devinci offers a claimed weight of 2,760g for the frame and shock. Excluding thru-axle, our large sample was 2,750g—that’s pretty respectable for a 140mm travel frame. A few extra grams will also be shed with the fully integrated headset. Most mountain bikes have pressed-in alloy cups (either internal or external) but Devinci eliminates them on the Troy by moulding the bearing seats straight into the carbon head tube. This method is common enough on road bikes but much less so on the dirt. Gram saving is great but make sure you don’t nuke the headset bearings through neglect or you may damage the frame (not just a replaceable alloy cup).
In recent years, Devinci has built a close relationship with suspension designer Dave Weagle (of DW-Link fame) and all of their dual suspension models rely on the Split Pivot design. In basic terms it’s like a linkage driven single-pivot bike but the chainstay to seat-stay pivot is located concentric with the rear axle. This placement means the main swing arm pivot can be positioned fairly high up while still retaining neutral performance under heavy braking. It’s a comparatively simple suspension system and Devinci has done a fine job of piecing it together. Large sealed bearings are used throughout, all the hardware is easy to access and the pivots can be tightened with basic tools—5mm and 6mm allen keys and a spanner is all you’ll need.
There are a few other noteworthy points on the frame design and construction. We rode a large frame and it had tons of standover clearance thanks to the heavily sloped top tube. There’s also space within the frame for a large water bottle; something that’s becoming a rarity these days but we really appreciate it on shorter trail rides (it’s nice to hit the trail without a backpack). Finally, there’s ample tyre clearance all round for bigger tyres; something you may want to consider as the 2.25 Schwalbe Racing Ralph is more of an XC tyre and this bike can handle a lot more if you want to ‘give it some’.
Build-wise the Australian Devinci distributor offers a good range of spec options. The Troy Carbon starts from $5,600 with a Shimano SLX/XT build, $6,300 with full XT, our SRAM X01 test bike would set you back $6,350 and the top XX1 kit would be $6,100. The frame on its own sells for $3,550, so these complete builds represent pretty good value. Devinci also makes an alloy Troy frame for $2,550 and built prices range from $4,600 up to $6,100. When you consider that the alloy frame is only 200g heavier while offering identical geometry and suspension, it’s going to get you 95% of the performance for $1,000 less.
While we tested the stock X01 build, there is some flexibility in the spec. You can request different stem lengths, opt for Stan’s/DT Swiss wheels or choose a burlier fork such as a Fox 34 or a RockShox Pike. Dropper post upgrades are also available with a RockShox Reverb Stealth—just contact your dealer for details.
Split Personality
Dave Weagle has a reputation for designing good suspension systems, and in our opinion it’s well deserved. Personally I’ve spent a lot of time on DW-Link bikes and love the suspension characteristics—supple and responsive travel that still manages to pedal very well without the need for platform damping, travel adjust modes or remote lockouts. While the Split Pivot is easier to manufacture than the short-link four-bar style DW-Link, the end result still produces a similar suspension feel. The early travel is extra-supple and it takes very little to get the suspension moving. Even the tiniest bumps and trail irregularities are ironed out and the wheel sticks to the ground to provide excellent traction.
The Troy is nicely progressive, so the early suppleness firms up as you get deeper into the travel to provide good support and bottom out resistance. Run around 30% sag and you’ll readily use all the travel and get a magic carpet ride over the small stuff while rarely noticing any bottoming when the limits are reached.
With the main pivot placed a fair way above the rear axle and the bottom bracket, the travel is rearwards to begin with (like a DW-Link) and this gives the Troy good square edge bump performance (that said, it doesn’t match edge-eating ability of the GT Sensor that we had on test at the same time). The rearward axle path means the chainstays increase in length as the suspension is compressed and, just like on a DW-Link bike, this creates a force known as anti-squat. Torque applied through the drivechain serves to firm up the suspension and counteract the tendency to bob or squat under hard pedalling.
It certainly works well for seated pedalling. The supple and active suspension barely moves during seated climbing; it feels very efficient while remaining reasonably active over bumps. Stand on the pedals and the suspension will move as your bodyweight shifts. While it’s certainly not bob-free, the movement is not as pronounced as you’d expect given the suppleness of the travel. It’s also worth mentioning that this bob was more prevalent on lesser grades where you’re not pushing that hard on the pedals. Lay more power down at a lower cadence on a steep climb and the anti-squat does keep unwanted movement to a minimum. In short, the Troy pedals effectively enough that we rode around in ‘Descent’ mode 95% of the time, only flicking to the middle ‘Trail’ setting on the Fox CTD shock for XC-race style riding or extended blacktop pedalling.
New School Thinking
If there’s one thing that seems to confuse people about the Troy, it’s the frame geometry. According to their geometry chart, a large frame is meant to have a longish 627mm top tube. We measured from the top-centre of the head tube to the centre of the seatpost to get the ‘effective top tube length’ and it was no more than 600mm—approximately 30mm shorter than stated. You could easily think there’s something seriously wrong with the Troy. The problem comes with measuring the top tube on modern mountain bikes. Seat tube angles can vary so radically and in many cases the seat tube will start forward from the bottom bracket. It means that measuring the effective top tube no longer offer a consistently reliable indication of a bike’s sizing.
For a better indication, you also need to look at the ‘reach’. This measurement is taken from the bottom bracket to the top-centre of the head tube (like the effective top tube it’s measured parallel to the ground). It eliminates the seat angle from the equation and tells you how much cockpit room you’ll have when standing on the pedals. Check the reach and you’ll find that a large Troy is quite a roomy bike. It measures 435mm which is 7mm longer than a large Santa Cruz Bronson, 14mm longer than a large Norco Sight and 21mm longer than a large framed Pivot Mach 6. The short top tube measurement results from a steep effective seat angle—the long, 627mm figure that Devinci lists is just a theoretical figure that better reflects the long reach of the Troy. Confusing? Very much I think, but modern frame geometry and sizing is getting harder and harder to compare using traditional methods.
When setting the bike up before hitting the trail, my steep seat tube theory was clearly confirmed. I normally gauge my fore-aft saddle position by dropping a plumb bob down from the saddle—I like the nose of the saddle to sit 5-6cm behind the bottom bracket. This is a slightly forward position that provides efficient pedalling and it usually means I don’t have to pull myself forward too much when climbing. With the saddle pushed as far back as possible on the Troy’s zero-offset seatpost, I couldn’t get the nose more than 4.5cm behind the bottom bracket; a very forward-biased saddle position. This suggests a very steep effective seat angle—I’d imagine it’s steeper than the 72.4-degrees that Devinci lists in their specifications.
What does it all mean? Well the reach of the Troy is pretty long for the designated size, so you shouldn’t be cramped when standing, and that will apply both for climbing and descending. I’m 177cm and like to have extra room to move around yet I was happy running a short 50mm stem on the large Troy (by comparison I needed a 60mm stem when I test rode the Santa Cruz Bronson and an 80mm stem on the Pivot Mach 6).
The steep effective seat angle combined with a not-too-slack 67-degree head angle and the efficient suspension makes the Troy an excellent climber. When seated, you barely need to shift your weight forward to climb the steepest of trails while the Split Pivot strikes a nice balance between resisting squat and maintaining traction. The suspension movement when standing reminds you that it’s not an XC race bike but it’ll certainly get you up and over some steep and technical trails.
Point it downhill and the steep seat angle can catch you out, as it encourages a more forward weighted position on the bike. However, we’d imagine most Troy owners will fit a dropper post before long, and with the seat shoved down and out of the way, the seat angle becomes largely irrelevant. The Devinci also uses offset stay-to-rocker mounts that allow you to steepen the head and seat angles further. Normally we’d have played around with this feature but the seat angle was already so steep that it was a redundant feature for us.
Short 430mm chainstays and a mid-length 1,162mm wheelbase length make the Troy very agile on the trail, while the 337mm bottom bracket height is low enough to offer stability without presenting any pedal smacking issues. When combined with the low 11.5kg complete bike weight (let’s call it 11.8kg with pedals), you get a bike that’s very easy to throw around on the trail. Again the brilliant Weagle-designed suspension plays a part, maximising traction and ensuring the bike acts predictably if traction is lost. The frame is very stiff too, which lets you confidently hold a line when tackle rougher and more demanding trails.
The main thing holding the Troy back in steeper and rougher terrain was the fork. The 140mm travel RockShox Revelation is a good fork but it’s quickly outgunned by the super-capable rear end. Converting the stock fork to 150mm would be a good start but this bike really deserves a better damped fork like a Pike, and this is an upgrade option offered by the Australian Devinci distributor. We actually fitted a 160mm travel Formula 35 to the Troy during the review and much preferred the ride on our fast and rough local trails.
Our lasting impression of the Troy is one of versatility. In stock form with a 140mm fork, it makes an agile climbing trail bike that’s perfectly at home clocking up the singletrack miles on moderately rough terrain. Slap on a burlier 150-160mm fork and the front end better matches the rear-end plushness. All of a sudden the Troy turns into a real trail slayer, and I can’t say that the transformation did much to compromise the bike’s climbing prowess. It’s certainly a fun bike to ride and a real contender in what is an extremely competitive trail bike market.
Thumbs Up
Weagle designed suspension
Steep seat angle – new school geometry
Simple, stiff and light
Thumbs Down
Cable routing not ideal for Aussie-centric setups
Forward seating position mightn’t suit everyone.
Specifications
Frame: Carbon with ISCG05 mounts
Shock: Fox Factory CTD 140mm Travel
Fork: RockShox Revelation RCT3 140mm travel
Headset: Cane Creek 40 Integrated
Handlebars: Easton Haven Carbon 750mm
Stem: Easton EA70
Shifter: SRAM X01
Front Derailleur: N/A
Rear Derailleur: SRAM X01
Cassette: SRAM X01, 10/42 11-speed
Chain: SRAM X01
Cranks: SRAM X01 34 tooth
Bottom Bracket: SRAM GXP
Pedals: N/A
Brakes: Avid X.9 Trail
Wheels: Easton Vice XLT
Tyres: Schwalbe Hans Dampf/Racing Ralph 2.25
Saddle: WTB
Seatpost: Easton EA70
Weight: 11.5kg without pedals (Large frame 2,750g)
Available Sizes: S, M, L (tested) & XL
Price: $6,350 (frame only $3,550)
Distributor: Rowney Sports 1300 938 469 / www.devincioz.com.au
