HIGH-PIVOT SUSPENSION

With brands such as Cannondale, GT, Norco, Devinci and Forbidden all launching high-pivot bikes, what’s the thinking behind this design, and what are its pros and cons?

Why now?

High-pivot designs first gained popularity in the early 2000s, when smaller brands such as Brooklyn Machine Works and Balfa began experimenting with them on their downhill bikes. The concept went mainstream with the 2006 Trek Session, but remained confined to the DH arena until the widespread adoption of 1x drivetrains meant manufacturers no longer had to take a front derailleur into consideration when deciding where to place their suspension pivots. Add improvements in frame technology, and it’s now easier than ever to mitigate the design’s drawbacks and maximise its advantages.

How does it work?

A high-pivot suspension design raises the bike’s main pivot well above the top of its chainring and rear-wheel axle. Taking any linkages out of the equation, this means that the axle follows a more rearward path as the suspension compresses – ie. the wheel arcs back significantly as well as up. The higher the pivot, the greater the rearward movement as the bike uses its (vertical) travel.

What are the pros?

Because the rear wheel moves back as well as up when it hits an obstacle, this gives a smoother feel over square-edged hits – in theory, at least – with the wheel less likely to get ‘hung up’ or lose traction. If implemented well, the result is a grip-abundant and planted feel on both descents and climbs, giving more stability and control. Arguably, a high-pivot system is best-suited to enduro and DH bikes, where it can give a faster, more aggressive and assured feel on the downhills.

What are the cons?

As the wheel moves back, the distance between cassette and chainring increases, causing the upper and lower chainlines to ‘grow’. Lower ‘chain growth’ is compensated for by the rear-mech cage moving forward. Upper growth can cause ‘pedal kickback’, where the cranks are ‘pulled’ back by the chain tension, which can be disconcerting, can compromise suspension performance and increase rider fatigue. Bike brands get around this by routing the chain over an idler pulley near the main pivot, but this can add friction and noise, depending on the design. It also means most high-pivot set-ups require a longer (and pricier) chain, and replacement idler wheels can be difficult to source, too. You’re likely to pay a slight weight penalty, as well – due to the longer chain, idler and any additional bearings or guides. Finally, riders after a more ‘uncensored’ ride experience may find a highpivot bike ‘dumbs down’ the trails too much.