Field Test Deviate Claymore High Pivot Heaven

Deviate Claymore Words by Mike Kazimer. photo by Dave Trumpore On paper, the Claymore looks like a brute, with a high-spinning suspension design, 29-inch wheels and 165mm of rear travel. It was a slightly different story on the trail, where Deviate’s latest carbon creation ended up surprising testers with its versatility. Deviate entered the high pivot world in 2016, so they are no strangers to the potential pros and cons of the design. With the Claymore, the goal was to make a long-lasting enduro bike that was still playful enough to remain fun on slightly softer terrain. The bike has a true high-spinning suspension setup, with the main axle located almost halfway up the seat. This placement gives it 21mm of rear axle travel and relatively high anti-lift values, which can help maintain geometry under hard braking. Deviate Claymore Details • Travel: 165 mm / 170 mm fork • Full carbon frame • Wheel size: 29″ • Head angle: 64.3° • Seat tube angle: 78° • Reach: 490 mm • Chain length: 441 • Sizes: M, L (tested), X • Weight: 34.7 lbs / 15.7 kg • Price: $3,822 (frame + Float X2 shock) • www.deviatecycles.com On the subject of geometry, the Deviate has a 64.3-degree head angle, the steepest (though I wouldn’t exactly call it “steep”) of the seven bikes we had on test. It also had the longest reach, at 490mm for size large. That number is tempered by a 78-degree seat angle, which ensures the bike doesn’t feel too big when climbing. Chains measure 441mm in all three sizes available. From a distance, the Deviate definitely looks like the entire casing goes through the main frame, but that’s only true of the dropper. The rear brake and derailleur housing sit in a channel under the top tube before traveling through the fork on the way to their final destinations. Funny enough, the only real noise complaint we had came from the dropper housing – adding foam tubing around that line is highly recommended.
Other frame details include room for up to a 2.6″ rear tire, a threaded bottom bracket, and grease ports on the idler and swing bearings. The 18-tooth idler uses two industrial-grade sealed bearings, and the bracket that surrounds it ensures the chain doesn’t it can come off. The Claymore is available frame only with Float X2 shocks for $3,696 USD. That’s not cheap, but it’s about $550 less expensive than a Santa Cruz Megatower frame and shock. Complete bikes aren’t available, but Deviate has an online configurator that allows customers to select the parts they want and then send that information to a dealer to get a quote. Our test bike was built with a kit that included a Shimano XT drivetrain and 4-piston brakes, DT Swiss EX 511 wheels, OneUp dropper and a Fox Float X2 / Fox 38 suspension combo. The Claymore is also shock-compatible for riders interested in follow this route. Climbing “Not bad” is the kind of faint praise usually given to bikes in this class. After all, if you’re pedaling around a bike with 165mm of travel, the focus is clearly on the descent (or at least it should be), and climbing is usually a means to an end. The Deviate isn’t your typical enduro bike, though, and it ended up being an extremely capable climber, with balanced handling that elevates it well above the “not bad” designation. That steep seat angle provides a nice and upright climbing position, and the length of the chainstay combined with the travel of the rear axle makes it easy to stay centered on the bike – there was never any sense of being too far from the rear wheel, even on really steep climbs. The front steering is a touch quicker than some of the slacker bikes we’ve had on test, which makes the Claymore easier to maneuver in tighter sections of trail, especially compared to the Commencal Meta SX or Contra MC. The Claymore also happens to be one of those bikes that rides lighter than it actually is – I’d happily go for a long, long pedal ride on this bike, something I’d be less inclined to do on some of the bigger bruisers on our test bike team. The idler was trouble free, and only on the wettest and muddiest days was there a bit of extra hum from the dirty chain traveling over the idler pulley. Otherwise it was smooth and quiet, with no noticeable traction. Descending The Claymore defies expectations of how a bike with high-revving, idle gear should behave. Yes, it has excellent grip and smooths out rough sections of trail incredibly well, but there was a liveliness to its handling that was a welcome surprise. The Contra MC still takes the cake in terms of straight-line speed and stability, and the Intense Tracer has a more poppy feel to it, but the Claymore is very well-rounded, in neutral, predictable ways. Shock absorption was excellent regardless of the size of the bump, and I can only imagine how much grip a coil shock would have. The Float X2 felt like a suitable choice, though, and there was plenty of end-travel ramp to keep it from bottoming out on bigger hits. The high turning design and the fact that the bike gets longer as it goes through its travel puts it closer to the middle of the pack when it comes to cornering. it doesn’t have the same penchant for sandblasting as Transition Patrol, for example. However, it never felt cumbersome, and its smooth, comfortable ride put this bike on all of our short lists of favorites. Overall, the Claymore would make a great race bike or long-distance machine, with enough travel to handle unexpected surprises and geometry that allows it to shine on a variety of tracks. Yes, the idler adds a bit more complexity, but it takes a standard 126 link chain and didn’t cause any problems during testing.

title: “Field Test Deviate Claymore High Pivot Heaven Klmat” ShowToc: true date: “2022-12-10” author: “Susan Ronzoni”

Deviate Claymore Words by Mike Kazimer. photo by Dave Trumpore On paper, the Claymore looks like a brute, with a high-spinning suspension design, 29-inch wheels and 165mm of rear travel. It was a slightly different story on the trail, where Deviate’s latest carbon creation ended up surprising testers with its versatility. Deviate entered the high pivot world in 2016, so they are no strangers to the potential pros and cons of the design. With the Claymore, the goal was to make a long-lasting enduro bike that was still playful enough to remain fun on slightly softer terrain. The bike has a true high-spinning suspension setup, with the main axle located almost halfway up the seat. This placement gives it 21mm of rear axle travel and relatively high anti-lift values, which can help maintain geometry under hard braking. Deviate Claymore Details • Travel: 165 mm / 170 mm fork • Full carbon frame • Wheel size: 29″ • Head angle: 64.3° • Seat tube angle: 78° • Reach: 490 mm • Chain length: 441 • Sizes: M, L (tested), X • Weight: 34.7 lbs / 15.7 kg • Price: $3,822 (frame + Float X2 shock) • www.deviatecycles.com On the subject of geometry, the Deviate has a 64.3-degree head angle, the steepest (though I wouldn’t exactly call it “steep”) of the seven bikes we had on test. It also had the longest reach, at 490mm for size large. That number is tempered by a 78-degree seat angle, which ensures the bike doesn’t feel too big when climbing. Chains measure 441mm in all three sizes available. From a distance, the Deviate definitely looks like the entire casing goes through the main frame, but that’s only true of the dropper. The rear brake and derailleur housing sit in a channel under the top tube before traveling through the fork on the way to their final destinations. Funny enough, the only real noise complaint we had came from the dropper housing – adding foam tubing around that line is highly recommended.
Other frame details include room for up to a 2.6″ rear tire, a threaded bottom bracket, and grease ports on the idler and swing bearings. The 18-tooth idler uses two industrial-grade sealed bearings, and the bracket that surrounds it ensures the chain doesn’t it can come off. The Claymore is available frame only with Float X2 shocks for $3,696 USD. That’s not cheap, but it’s about $550 less expensive than a Santa Cruz Megatower frame and shock. Complete bikes aren’t available, but Deviate has an online configurator that allows customers to select the parts they want and then send that information to a dealer to get a quote. Our test bike was built with a kit that included a Shimano XT drivetrain and 4-piston brakes, DT Swiss EX 511 wheels, OneUp dropper and a Fox Float X2 / Fox 38 suspension combo. The Claymore is also shock-compatible for riders interested in follow this route. Climbing “Not bad” is the kind of faint praise usually given to bikes in this class. After all, if you’re pedaling around a bike with 165mm of travel, the focus is clearly on the descent (or at least it should be), and climbing is usually a means to an end. The Deviate isn’t your typical enduro bike, though, and it ended up being an extremely capable climber, with balanced handling that elevates it well above the “not bad” designation. That steep seat angle provides a nice and upright climbing position, and the length of the chainstay combined with the travel of the rear axle makes it easy to stay centered on the bike – there was never any sense of being too far from the rear wheel, even on really steep climbs. The front steering is a touch quicker than some of the slacker bikes we’ve had on test, which makes the Claymore easier to maneuver in tighter sections of trail, especially compared to the Commencal Meta SX or Contra MC. The Claymore also happens to be one of those bikes that rides lighter than it actually is – I’d happily go for a long, long pedal ride on this bike, something I’d be less inclined to do on some of the bigger bruisers on our test bike team. The idler was trouble free, and only on the wettest and muddiest days was there a bit of extra hum from the dirty chain traveling over the idler pulley. Otherwise it was smooth and quiet, with no noticeable traction. Descending The Claymore defies expectations of how a bike with high-revving, idle gear should behave. Yes, it has excellent grip and smooths out rough sections of trail incredibly well, but there was a liveliness to its handling that was a welcome surprise. The Contra MC still takes the cake in terms of straight-line speed and stability, and the Intense Tracer has a more poppy feel to it, but the Claymore is very well-rounded, in neutral, predictable ways. Shock absorption was excellent regardless of the size of the bump, and I can only imagine how much grip a coil shock would have. The Float X2 felt like a suitable choice, though, and there was plenty of end-travel ramp to keep it from bottoming out on bigger hits. The high turning design and the fact that the bike gets longer as it goes through its travel puts it closer to the middle of the pack when it comes to cornering. it doesn’t have the same penchant for sandblasting as Transition Patrol, for example. However, it never felt cumbersome, and its smooth, comfortable ride put this bike on all of our short lists of favorites. Overall, the Claymore would make a great race bike or long-distance machine, with enough travel to handle unexpected surprises and geometry that allows it to shine on a variety of tracks. Yes, the idler adds a bit more complexity, but it takes a standard 126 link chain and didn’t cause any problems during testing.

title: “Field Test Deviate Claymore High Pivot Heaven Klmat” ShowToc: true date: “2022-12-04” author: “Thomas Singleton”

Deviate Claymore Words by Mike Kazimer. photo by Dave Trumpore On paper, the Claymore looks like a brute, with a high-spinning suspension design, 29-inch wheels and 165mm of rear travel. It was a slightly different story on the trail, where Deviate’s latest carbon creation ended up surprising testers with its versatility. Deviate entered the high pivot world in 2016, so they are no strangers to the potential pros and cons of the design. With the Claymore, the goal was to make a long-lasting enduro bike that was still playful enough to remain fun on slightly softer terrain. The bike has a true high-spinning suspension setup, with the main axle located almost halfway up the seat. This placement gives it 21mm of rear axle travel and relatively high anti-lift values, which can help maintain geometry under hard braking. Deviate Claymore Details • Travel: 165 mm / 170 mm fork • Full carbon frame • Wheel size: 29″ • Head angle: 64.3° • Seat tube angle: 78° • Reach: 490 mm • Chain length: 441 • Sizes: M, L (tested), X • Weight: 34.7 lbs / 15.7 kg • Price: $3,822 (frame + Float X2 shock) • www.deviatecycles.com On the subject of geometry, the Deviate has a 64.3-degree head angle, the steepest (though I wouldn’t exactly call it “steep”) of the seven bikes we had on test. It also had the longest reach, at 490mm for size large. That number is tempered by a 78-degree seat angle, which ensures the bike doesn’t feel too big when climbing. Chains measure 441mm in all three sizes available. From a distance, the Deviate definitely looks like the entire casing goes through the main frame, but that’s only true of the dropper. The rear brake and derailleur housing sit in a channel under the top tube before traveling through the fork on the way to their final destinations. Funny enough, the only real noise complaint we had came from the dropper housing – adding foam tubing around that line is highly recommended.
Other frame details include room for up to a 2.6″ rear tire, a threaded bottom bracket, and grease ports on the idler and swing bearings. The 18-tooth idler uses two industrial-grade sealed bearings, and the bracket that surrounds it ensures the chain doesn’t it can come off. The Claymore is available frame only with Float X2 shocks for $3,696 USD. That’s not cheap, but it’s about $550 less expensive than a Santa Cruz Megatower frame and shock. Complete bikes aren’t available, but Deviate has an online configurator that allows customers to select the parts they want and then send that information to a dealer to get a quote. Our test bike was built with a kit that included a Shimano XT drivetrain and 4-piston brakes, DT Swiss EX 511 wheels, OneUp dropper and a Fox Float X2 / Fox 38 suspension combo. The Claymore is also shock-compatible for riders interested in follow this route. Climbing “Not bad” is the kind of faint praise usually given to bikes in this class. After all, if you’re pedaling around a bike with 165mm of travel, the focus is clearly on the descent (or at least it should be), and climbing is usually a means to an end. The Deviate isn’t your typical enduro bike, though, and it ended up being an extremely capable climber, with balanced handling that elevates it well above the “not bad” designation. That steep seat angle provides a nice and upright climbing position, and the length of the chainstay combined with the travel of the rear axle makes it easy to stay centered on the bike – there was never any sense of being too far from the rear wheel, even on really steep climbs. The front steering is a touch quicker than some of the slacker bikes we’ve had on test, which makes the Claymore easier to maneuver in tighter sections of trail, especially compared to the Commencal Meta SX or Contra MC. The Claymore also happens to be one of those bikes that rides lighter than it actually is – I’d happily go for a long, long pedal ride on this bike, something I’d be less inclined to do on some of the bigger bruisers on our test bike team. The idler was trouble free, and only on the wettest and muddiest days was there a bit of extra hum from the dirty chain traveling over the idler pulley. Otherwise it was smooth and quiet, with no noticeable traction. Descending The Claymore defies expectations of how a bike with high-revving, idle gear should behave. Yes, it has excellent grip and smooths out rough sections of trail incredibly well, but there was a liveliness to its handling that was a welcome surprise. The Contra MC still takes the cake in terms of straight-line speed and stability, and the Intense Tracer has a more poppy feel to it, but the Claymore is very well-rounded, in neutral, predictable ways. Shock absorption was excellent regardless of the size of the bump, and I can only imagine how much grip a coil shock would have. The Float X2 felt like a suitable choice, though, and there was plenty of end-travel ramp to keep it from bottoming out on bigger hits. The high turning design and the fact that the bike gets longer as it goes through its travel puts it closer to the middle of the pack when it comes to cornering. it doesn’t have the same penchant for sandblasting as Transition Patrol, for example. However, it never felt cumbersome, and its smooth, comfortable ride put this bike on all of our short lists of favorites. Overall, the Claymore would make a great race bike or long-distance machine, with enough travel to handle unexpected surprises and geometry that allows it to shine on a variety of tracks. Yes, the idler adds a bit more complexity, but it takes a standard 126 link chain and didn’t cause any problems during testing.

title: “Field Test Deviate Claymore High Pivot Heaven Klmat” ShowToc: true date: “2022-10-22” author: “Roger Czajkowski”

Deviate Claymore Words by Mike Kazimer. photo by Dave Trumpore On paper, the Claymore looks like a brute, with a high-spinning suspension design, 29-inch wheels and 165mm of rear travel. It was a slightly different story on the trail, where Deviate’s latest carbon creation ended up surprising testers with its versatility. Deviate entered the high pivot world in 2016, so they are no strangers to the potential pros and cons of the design. With the Claymore, the goal was to make a long-lasting enduro bike that was still playful enough to remain fun on slightly softer terrain. The bike has a true high-spinning suspension setup, with the main axle located almost halfway up the seat. This placement gives it 21mm of rear axle travel and relatively high anti-lift values, which can help maintain geometry under hard braking. Deviate Claymore Details • Travel: 165 mm / 170 mm fork • Full carbon frame • Wheel size: 29″ • Head angle: 64.3° • Seat tube angle: 78° • Reach: 490 mm • Chain length: 441 • Sizes: M, L (tested), X • Weight: 34.7 lbs / 15.7 kg • Price: $3,822 (frame + Float X2 shock) • www.deviatecycles.com On the subject of geometry, the Deviate has a 64.3-degree head angle, the steepest (though I wouldn’t exactly call it “steep”) of the seven bikes we had on test. It also had the longest reach, at 490mm for size large. That number is tempered by a 78-degree seat angle, which ensures the bike doesn’t feel too big when climbing. Chains measure 441mm in all three sizes available. From a distance, the Deviate definitely looks like the entire casing goes through the main frame, but that’s only true of the dropper. The rear brake and derailleur housing sit in a channel under the top tube before traveling through the fork on the way to their final destinations. Funny enough, the only real noise complaint we had came from the dropper housing – adding foam tubing around that line is highly recommended.
Other frame details include room for up to a 2.6″ rear tire, a threaded bottom bracket, and grease ports on the idler and swing bearings. The 18-tooth idler uses two industrial-grade sealed bearings, and the bracket that surrounds it ensures the chain doesn’t it can come off. The Claymore is available frame only with Float X2 shocks for $3,696 USD. That’s not cheap, but it’s about $550 less expensive than a Santa Cruz Megatower frame and shock. Complete bikes aren’t available, but Deviate has an online configurator that allows customers to select the parts they want and then send that information to a dealer to get a quote. Our test bike was built with a kit that included a Shimano XT drivetrain and 4-piston brakes, DT Swiss EX 511 wheels, OneUp dropper and a Fox Float X2 / Fox 38 suspension combo. The Claymore is also shock-compatible for riders interested in follow this route. Climbing “Not bad” is the kind of faint praise usually given to bikes in this class. After all, if you’re pedaling around a bike with 165mm of travel, the focus is clearly on the descent (or at least it should be), and climbing is usually a means to an end. The Deviate isn’t your typical enduro bike, though, and it ended up being an extremely capable climber, with balanced handling that elevates it well above the “not bad” designation. That steep seat angle provides a nice and upright climbing position, and the length of the chainstay combined with the travel of the rear axle makes it easy to stay centered on the bike – there was never any sense of being too far from the rear wheel, even on really steep climbs. The front steering is a touch quicker than some of the slacker bikes we’ve had on test, which makes the Claymore easier to maneuver in tighter sections of trail, especially compared to the Commencal Meta SX or Contra MC. The Claymore also happens to be one of those bikes that rides lighter than it actually is – I’d happily go for a long, long pedal ride on this bike, something I’d be less inclined to do on some of the bigger bruisers on our test bike team. The idler was trouble free, and only on the wettest and muddiest days was there a bit of extra hum from the dirty chain traveling over the idler pulley. Otherwise it was smooth and quiet, with no noticeable traction. Descending The Claymore defies expectations of how a bike with high-revving, idle gear should behave. Yes, it has excellent grip and smooths out rough sections of trail incredibly well, but there was a liveliness to its handling that was a welcome surprise. The Contra MC still takes the cake in terms of straight-line speed and stability, and the Intense Tracer has a more poppy feel to it, but the Claymore is very well-rounded, in neutral, predictable ways. Shock absorption was excellent regardless of the size of the bump, and I can only imagine how much grip a coil shock would have. The Float X2 felt like a suitable choice, though, and there was plenty of end-travel ramp to keep it from bottoming out on bigger hits. The high turning design and the fact that the bike gets longer as it goes through its travel puts it closer to the middle of the pack when it comes to cornering. it doesn’t have the same penchant for sandblasting as Transition Patrol, for example. However, it never felt cumbersome, and its smooth, comfortable ride put this bike on all of our short lists of favorites. Overall, the Claymore would make a great race bike or long-distance machine, with enough travel to handle unexpected surprises and geometry that allows it to shine on a variety of tracks. Yes, the idler adds a bit more complexity, but it takes a standard 126 link chain and didn’t cause any problems during testing.