2016 Devinci Troy Carbon RR
Size Tested: Medium
- Frame: Carbon DMC-G
- Drivetrain: Sram X01
- Brakes: Sram Guide RSC
- Wheels: Easton ARC 30
- Fork: Rockshox Pike RCT3 Dual Air
- Rear Shock: Rockshox Monarch RT3
Travel: 150mm Front / 140mm Rear
Blister’s Measured Weight: 28.8 lbs (13.1 kg) without pedals
Reviewer: 5’9”, 155 lbs.
Test Location: Boulder City, Nevada
MSRP: $6,599 as built
Interbike’s outdoor demo is located at Bootleg Canyon in Boulder City, Nevada. It’s a fantastic network of trails, and it’s a great escape from America’s neon bunghole (Las Vegas). The trails we spent most of our time on were relatively fast, with a fair amount of sand and some pretty rocky sections.
Having said that…
Riding bikes at a demo is always kind of tricky. For starters, we’re unable to get as much time on each bike as we like–our test durations are measured in minutes and hours, not our preferred time frame of weeks and months. One good ride can tell you a lot about how a bike handles, but it certainly doesn’t allow for the customary, in-depth, Blister analysis.
Demo days also don’t generally permit the time needed to get each bike dialed to our liking. A quick suspension setup and fiddling with the bike’s ergonomics gets it most of the way there, but it’s certainly not dialed. We also take the bike as we get it, so things like bar width and tire selection may not be optimal.
So while we believe it’s important to be upfront about the limitations of reviewing bikes in such settings, there is also merit in riding a slew of bikes, back to back, on the same trails. Subtle differences that might not become apparent if our test rides happen weeks or months apart are able to come to light, and each bike’s attributes may be more easily identified.
With all that in mind, let’s take a look at the Devinci Troy.
I spent about a month on the 2015 Devinci Troy earlier this year and had a bunch of fun on it. But I found that I had a hard time finding the right balance in the rear suspension—it was either too firm and lost most of its small bump sensitivity, or it was too soft and I bottomed it out a lot. I also found that the sizing was a bit on the small size; I rode a Large, when I would usually go for a Medium with most other brands.
The 2016 Troy comes with the first major changes to the Troy since it was released a few years ago. While the basic layout and intented purpose of the bike remain the same, it’s seen some pretty substantial revisions. The result?
A more capable bike by most metrics, and one that’s much more willing to go fast and take chances.
Like prior iterations of the Troy, the 2016 version comes in a few different build kits, and each kit is available with an aluminum frame, or for about $500 more, a carbon frame (the exception being the lowest-end build kit, which is available on the aluminum frame only). I rode the “Carbon RR,” which is Devinci’s top of the line build, hung on the carbon Troy.
The drivetrain was Sram X01, and the stoppers were Sram Guide RSC, both of which are consistent performers. I happily don’t have anything new to report on that front. Everything worked flawlessly.
Some of the other bits on my test bike appear to have been non-stock. My demo rig was rolling on Easton ARC 30 wheels, shod with Schwalbe Magic Mary tires, whereas the stock RR build comes with DT-Swiss E1700 wheels and Hans Dampf tires. Personally, I’m partial to the ARC 30 / Magic Mary setup, but either way, the option is pretty solid.
(Side Note: astute readers may notice a different rear wheel and tire in the picture. I got a flat on the test ride, so I ended up pedaling around a little bit on this setup, too.)
While the parts spec on the 2016 Troy hasn’t deviated dramatically from the 2015 model, there are some noteworthy changes to the frame that affect the build. First and foremost, the Troy now has Boost 148 spacing in the rear, although the fork retains the normal 15×100 spacing.
The internal cable routing was also changed up, and is now the same type of port used on the Devinci Spartan. These are probably the best internal routing ports that I’ve used, so that’s an entirely good thing.
Beyond that, the frame has generally been beefed up. It’s still the same basic frame design, based around a Split Pivot rear end, but the 2016 version is noticeably more stout. The 2015 model wasn’t exactly a wet noodle, and the frame doesn’t appear to have gained much (if any) weight, so this is entirely a good thing in my book.
NEXT: Fit and Geometry, The Ride, Etc.