KTM Phinx 2.29

Around 12 months ago we spent some quality trail time on KTM’s curvy carbon hardtail; the Myroon. It was solidly built, great to look at and delivered a ride that could be described as ‘no BS’, in an entirely complimentary way. Now a full season later we have the Phinx on test; an alloy framed 29er dually with 100mm of travel at both ends. Like the Myroon it’s aimed at cross-country riders but that’s a very broad grouping that’s only getting more diverse as time goes on. In true Euro style, it could be a firm riding and featherweight XC racer, or perhaps it’s a slightly more cushioned and mellow bike for singletrack pleasure. We took our Phinx 2.29 out and hit the local trails to find out where its elegances lie.

KTM has put a lot of work into the design and manufacture of the Phinx frame. Every tube has some kind of curve or shaping, and regardless of which angle you look from there will be some kind of funky feature staring back at you. All the pivots use sealed bearings with reasonably sized axles, and all are finished with dust caps that have been laser etched with the correct torque setting. Every single cable (even the hydraulic hose for the rear brake) is run internally through the front triangle. They exit neatly near the bottom bracket or the seat tube before running to their final destinations. The cable routing, heavily manipulated tube profiles and tasteful graphics combine to give the KTM a super-classy aesthetic that really had us impressed.

We tested a 48cm frame size – the second largest in their line-up – and it accepted a full-size water bottle with no fuss. Going a step further they even include an extra bottle mount under the down tube; sure, a bottle mounted in the secondary location can become a poo-catcher but give me the option to have two bottles any time. At worst you could choose not to use it.

Back when we tested the Myroon hardtail, we were struck by how stiff the bike was. In this case the Phinx serves as proof that the apple doesn’t fall far from the tree, as the overall chassis rigidity was excellent. Thru-axles are used at both ends of the bike and we can only assume that the huge but heavily sculpted drop-outs contribute to the solid feel as well. The front triangle is compact and stout, with plenty of reinforcement where the suspension components are anchored. If we’d critique anything, it would be that some of the pivots thread directly into the alloy frame (the seat stay pivot for example); pay attention to the conveniently etched-in torque recommendations and you’ll be right. At least the post mount rear disc mounting tabs use replaceable threaded trunnion nuts to ensure that a heavy handed mechanic won’t strip anything too critical.

KTM employs a simple single pivot rear suspension system on the Phinx with one small twist. The lower shock mount is anchored to the front end of the chainstays, rather than the main front triangle. It’s a set-up that we’re seeing more of and it gives the designer greater flexibility to tune the suspension feel, as well as reducing some of the stress that would otherwise be applied to the main frame.

Out of Austria

In a nod to its Euro heritage, the Phinx comes fitted with a DT Swiss M212 rear shock. This air sprung shock offers a few simple adjustments to control its performance and tune the ride to suit specific needs. As with all air shocks, you start by setting the sag to suit your body weight (air pressure adjustment). Then the red dial is used to tune in the rebound speed—nice and simple so far. Once you hit the trail you’ll have two settings at your disposal on the Phinx, and both are accessed with a simple flick of the main silver lever. In the ‘open’ setting, the DT shock relies on a factory-set level of platform damping. This aims to mitigate unwanted pedalling bob whilst still allowing the suspension to suck up the bumps. Flick the lever the other way and the suspension is completely locked, and it locks with an authority that’ll satisfy the inner-roadie in anyone!

With only one truly functional mode on the rear suspension, much of this bike’s off-road prowess hinges on the performance of the open shock setting. Thankfully this Euro based DT Swiss and KTM collaboration has come through with the goods. The effect of the platform is noticeable at lower speeds and the damping does add a little bit of harshness. Once up to cruising speed the rear end does an admirable job of ironing things as you’re pin-balling down the trail. It readily uses all 100mm of its travel, ensuring that you get what you pay for in the suspension department. The Phinx isn’t one of these race-inspired 100mm travel bikes that feels like it’s only got 70mm of usable travel on board.

It’s worth noting that the rear suspension performance is likely to vary depending on the model that you are looking at. While our mid-range $3,890 Phinx 2.29 runs a DT Swiss rear shock, the entry-level $2,990 Phinx 3.29 has a RockShox Monarch RL shock and the range-topping $4,490 Phinx 1.29 is equipped with a Fox CTD rear shock. Every Phinx model features the same heavily manipulated alloy frame but the rear shock selection will undoubtedly have a bearing on the bike’s personality. It would have been interesting to try the Phinx with each of these rear shocks but we can only comment on the DT Swiss equipped variant that we had on test.

The rear suspension was clearly more trail and marathon inspired rather than pure XC race oriented, and this was backed up perfectly by the RockShox Reba fork. It’s fitted with a 15mm thru-axle and nicely complements the stiffness and precision provided by the rest of the Phinx package. KTM optioned the Reba with a ‘Push-Loc Sprint’ lever, which locks out the fork as required. As far as remote lock outs go, this is an excellent and easy to use design. If anything it highlighted the awkwardness of reaching down to lock the rear suspension, which can be a clumsy manoeuvre, especially if you’ve got a drink bottle in place. Fortunately the Phinx is most at home on the trail and does its best work with both shocks open.

Geared to Climb

Where the Myroon hardtail had relatively short chainstays, the Phinx is noticeably longer in the rear end—the chainstays measure in at 452mm. This combines with a steep 74-degree seat angle to position your weight more towards the front of the bike. With its stiff frame and overall forward weight bias, you get a bike that loves to climb. The rear tyre stays glued to the trail like velcro and you don’t have to creep too far forward on the saddle to find your optimal balance point. It mightn’t offer the sprightly acceleration of the Myroon hardtail but the Phinx will plug efficiently away at loose and slippery slopes and help you claw your way to the top. Tired and optimistic stamps on the pedals seemed to have a far better chance of success aboard the Phinx, and it pulled me through in situations where many other bikes would have lost traction.

The 70.5-degree head angle isn’t excessively steep and it does serve to mellow the handling a touch. I’d been expecting the Phinx to be a bit of a handful on the descents but thankfully the long wheelbase and the super frame stiffness boost its trail credentials markedly, as does KTM’s choice of a 720mm-wide Ritchey Pro flat bar. Line choice is still of utmost importance on the Phinx; it’s far from a plough and it won’t auto pilot you through the rough like some pure trail bikes will. That said, it certainly holds its line well at speed and it’ll guide you through most typical XC riding situations. Slow and tight singletrack is the Phinx’s forte and the front wheel bias lets you thread your way precisely through obstacles.

It’s also worth noting that the sizing on the Phinx models seems to run on the small side. The 48cm Phinx that we rode was shorter in the top tube and seat tube than we’d expect on a bike of this size. KTM also offers a larger 51cm frame size in the Phinx, but the measurements on that size seem to fall more in line with what we’d expect to see in the second largest frame from most manufacturers. Tall riders may not find a KTM that’s suitably large, which is surprising for a European brand. The stock 350mm Ritchey seatpost was not nearly long enough to position the seat at correct pedalling height for a 184cm rider, so we had to swap it for something longer.

Big Mountain Breeding

Looking beyond the all-important frame, KTM has kitted the Phinx out with some nice trail worthy bits to make sure that she can go the distance. Highlights include the Shimano SLX brakes; these things could stop a truck and they come with 180mm rotors at both ends. The big rotors are a sure nod to the alpine descents of KTM’s Austrian homeland and our little hills shouldn’t present any issues for this bike. For those channelling The Sound of Music and the associated alpine sized ‘hills’, KTM has gone for a triple chainring drivetrain. It only takes one tough ride in the Alps to gain a lifelong appreciation for how great a granny ring is. Just as having more water bottle mounts is nice, there’s no harm in having a big spread of gears on tap. Chances are that if you want that extra bottle you might want those gears too, and the Shimano SLX drivetrain that KTM has chosen worked flawlessly.

Strange as it may seem, the Phinx’s personality is perfectly captured by KTM’s tyre choice; the Schwalbe Rocket Ron. Sure, it’s just a tyre, but one look at the Ron is almost to know the soul of the Phinx. The Ron has a big balloon-like bag but it’s also light and fast rolling for devouring long distances. It’s also covered with aggressive spiky knobs; cushy, smooth and grippy—that is the Phinx. It’s a cross-country bike from the continent where Olympic format cross-country is still a big deal, but with just a little bit of trail mongrel thrown in.

From the get go I found the Phinx comfortable but I was unsure of why. It finally dawned on me that the Phinx handled much like the 29er hardtails that I’d spent a lot of time on over the last five years. With the Phinx I subconsciously slid back into that familiar rhythm. The head angle and longer stays encourage you to get on top of the front end and be the boss, rather than surfing the Phinx from the rear like a dedicated trail bike. It can catch you short when the descents turn steep and technical but that’s the nature of this 100mm travel XC bike. Ride the front end with commitment, let the big wheels roll through and the rear end will follow shortly after.

In many ways the prime candidate for a Phinx is someone who already also owns a Myroon or a similarly designed 29er hardtail. In a race situation the Phinx is too portly to challenge a hardtail unless it’s genuinely rough. However, it’s far more comfortable than a hardtail could ever dream of being and it can descend chunky terrain at far greater speed. The proof was in the pudding when riding the Phinx, and while it didn’t feel fast in a racy sense, I did manage to beat a few of my personal-best times on trails that I’ve ridden many times before. Jumping aboard the Phinx doesn’t require a huge leap of faith, there is no need to drastically alter riding style or endure a period of readjustment. The added travel simply encourages you to ride faster as the terrain gets rougher and adds an extra dimension of fun and giggles to any social ride. There are so many great one-two punches out there. Bert and Ernie. Strawberries and cream. Turner and Hooch. Tyres and dirt. For hardtail riders the Phinx may be their timeless foil.

Thumbs Up

Super stiff

Velcro-like climbing traction

Can take two bottles 

Thumbs Down

Smaller than expected sizing

Internal cable/hose routing may frustrate home mechanics

Specifications

Frame: Alloy Triple Butted Hydroformed Alloy

Shock: DT M212 100mm Travel

Fork: RockShox Reba RL 100mm

Headset: Ritchey Comp Drop-In Tapered

Handlebars: Ritchey Pro Flat 720mm

Stem: Ritchey Pro

Shifters: Shimano SLX

Front Derailleur: Shimano SLX

Rear Derailleur: Shimano SLX

Cassette: Shimano HG 62, 11/36 10-speed

Chain: Shimano SLX

Cranks: Shimano SLX 24/32/42

Bottom Bracket: Shimano Press-Fit

Pedals: Shimano M520

Brakes: Shimano SLX

Rims: DT Swiss 485 Disc

Hubs: Shimano SLX

Spokes: DT Swiss

Tyres: Schwalbe Rocket Ron 2.25

Saddle: Selle Italia X1 Flow

Seatpost: Ritchey Pro Alloy

Weight: 13.1kg without pedals (48cm frame 3,260g)

Available Sizes: 38, 43, 48 (tested), 51cm

Price: $3,890

Distributor: KTM Bike Industries (03) 8363 1600 / www.ktmbike.com.au