Downhill duel: Hard on the throttle: The Atherton A.200.1 versus Pivot Phoenix Pro
Laurin Lehner
· 21.12.2024
Downhill is considered the Formula 1 of bike sport. The downhill bikes are damn fast and often unreasonably expensive. They are often designed for one purpose only: for use in the Downhill World Cup. This is also the case with our two test riders.
The brand new Pivot Phoenix from the US manufacturer from Arizona comes with an elaborate high-pivot design including a double chain drive. Pivot calls the concept Mid-High-Pivot DW6. It is designed to achieve the balancing act of fine response behaviour and good counter support. In contrast, the kinematics of the rival from Wales appear simple. The Atherton has a unique frame concept. It is based on carbon tubes that are held together by 3D-printed titanium sleeves. Thanks to this design, customers can request customised frames in addition to twelve different standard sizes. Do you need that? Not necessarily, but many a race nerd will be delighted with this option. Both bikes roll on mullet tyres (29/27.5 inches).
Can it be cheaper?
Yes, it is possible. Whilst both of our test bikes scratch the 10,000 euro mark, there are big bikes that cost far less and deliver a similar amount of fun and speed. As a reference, we used the YT Tues Core 4The YT is on a par with our two test bikes, but costs 3500 euros less than the Pivot. Even with the Propain Rage 3 for 5399 euros, which we also tested, is just as easy to leave the throttle on downhill.
We rode all the downhill bikes on the downhill course in Serfaus-Fiss-Ladis and on the UCI World Cup course in Leogang. We checked the playfulness and manoeuvrability of the two test bikes on the park descents.
Bike park or race track?
Even though downhillers are ideal for use in the bike park thanks to their massive suspension travel reserves, the time for these World Cup bikes is on the race track. Some downhillers have their park skills more by chance. In other words, they are playful enough for manual riding and tight berms or have a poppy chassis for jumps. Without question, you can also have fun on jump tracks with our two duelists, but that's not their speciality. Both the Phoenix and the A.200.1 are optimised for speed and are designed to meet the demands of the best downhill riders in the world.
Mullet or 29-inch tyres - our test team discussed this topic intensively. We came to the conclusion: everything speaks in favour of Mullet. Lighter, more manoeuvrable and the tyre tread doesn't grate on your backside on steep steps.
Laurin Lehner, BIKE test editor
The facts: Atherton A.200.1
- Weight: 16.3 kg
- Spring travel: 200/200 mm
- Wheel size: 29/27.5" inch
- Price: 9912 Euro
- Material: Carbon/titanium/aluminium
Equipment
- Fork / damper: Fox 40 Float Factory / Fox Float Factory DHX2 Coil (475 lbs)
- Circuit: Sram XO Eagle DH
- Brakes: Hayes Dominion 203/203 mm
- Impellers: Stan's E-Sync
- Tyres: Continental Kryptotal Fr/Re DH 29/27.5 x 2.4
- Guarantee: for life
- Max. system weight: 130 kg
- Special features: 12 available frame sizes, individual enquiries possible. Ordering from Wales may be complicated due to customs etc.
From the test lab
- Total weight: 16.32 kg
- Weight of wheels: 5411 g
- Impeller inertia: 4414 kg x cm²
Good to know!
The history of Atherton Bikes is impressive. The downhill siblings Rachel, Dan and Gee have been riding successfully in the World Cup for decades and winning on various bike brands. Then they decided to launch their own brand and put all their expertise into the project. Atherton Bikes was born. That was in 2019, and since then their downhill bike has won World Cups and even two World Championship medals. We remember. Charlie Hatton in Fort William 2023 gold and Andi Kolb silver. Incidentally, the Austrian sticks 500 grams of extra weight under his bottom bracket for more stability on the downhill. Original for the label from Wales: the titanium lug concept.
Simple instead of complex
In direct comparison to its rival Pivot, the Atherton looks simple. Instead of a raised pivot point and carbon chassis with glitter paint, the A.200.1 relies on a six-bar VPP rear triangle and round carbon tubes. The design polarised the test team. Some like the simple look, others think the frame looks like an assembled prototype. While the predecessor still rolled on 29-inch wheels at the front and rear, the Athertons have given their latest model mullet wheels - for more clearance and cornering stability. We think that's good!
BIKE measured values: Wheel inertia: The lower the measured value, the easier it is to accelerate. Weight without pedals. Wheel weight per set with tyres, cassette, brake discs. Frame stiffness: Lateral stiffness in N/mm separately for the front frame triangle including the installed fork (front) and the rear triangle (rear).
Riding impression Atherton A200.1: Get on and go fast
The A.200.1 positions the pilot low on the bike. This immediately instils confidence. The frame size 7 fitted us well with a tester height of 1.79 metres. The suspension was extremely sensitive and generated a lot of traction. The 475 mm spring in the rear was a good fit for our operating weight of around 80 kilos, but tended to be on the soft side.
Despite the high level of comfort, the rear suspension also parried hard hits with confidence and worked pleasantly progressively towards the end of the travel, also offering sufficient support. We immediately felt comfortable on the World Cup course in Leogang - and fast! We liked the harmoniously high cockpit with the "flexy" handlebars better than that of the competitor Pivot. Even on rough descents, the Atherton reacted calmly, as if signalling to the rider: "Let go!" In high-speed corners, the rear felt softer - and more comfortable - than the nominal value from the lab. We suspect that the wheels were the deciding factor here. The longer the test day, the more we tended towards the more good-natured Atherton with its balanced comfort suspension, while the Pivot duel opponent cut through nasty rubble as precisely as a scalpel, but demanded noticeably more energy from the rider.
On park tracks with berms and jumps, the Atherton is sufficiently manoeuvrable and has enough pop for airtime interludes. Neither the Atherton nor the Pivot really wanted to be pulled onto the rear wheel. Great: Our Atherton test bike was extremely quiet.
Our conclusion on the Atherton A.200.1
The Atherton A.200.1 wins the test with its intuitive handling, balanced cream suspension and pleasing geometry. It is fast, manoeuvrable enough and more comfortable than its rival Pivot
Plus
- Great chassis
- Original framework concept
- Good brakes and tyres
- pleasing geo
Minus
- High price
- angular saddle
- long chainstays
² EVALUATION: Spider diagram: Drive, play instinct, downhill refers to the riding behaviour: The greater the deflection, the better the suitability. Equipment: is made up of different points such as quality/workmanship, usability. The BIKE grade is made up of practical impressions from test riders and laboratory measurements. The grade is independent of price. Range of grades: 0.5-5.5, analogue to the school grading system.
The facts: Pivot Phoenix Pro
- Weight: 16.2 kg
- Spring travel: 200/210 mm
- Impellers: 29/27.5" inch
- Price: 9499 Euro
- Material: Carbon
Equipment
- Fork / damper: Fox 40 Float Factory / Fox Float X2
- Circuit: Shimano Saint Brakes: Shimano Saint 220/203 mm
- Impellers: DT-Swiss-560-Felgen, DT-Swiss-350-Naben
- Tyres: Continental Kryptotal Fr/Re DH 29/27.5 x 2.4
- Guarantee: 3 years
- Max. system weight: Not specified
- Special features: Flipchip; compatible with adjustable headset shell
From the test lab
- Total weight: 16.15 kg
- Weight of wheels: 5681 g
- Impeller inertia: 4490 kg x cm²
Good to know!
The most prominent Pivot racer is the Brit Bernard Kerr. "BK", as he is known in the scene, is regarded as one of the most talented DH racers around. He has been riding the Phoenix prototype for around two years and has competed in World Cups and the Red Bull Hardline. Now the bike is finally available for us amateur racers. The chic carbon frame is definitely an eye-catcher, but the centrepiece is the elaborate rear triangle construction. In the 6-link system developed by kinematics luminary Dave Weagle, two chains work decoupled from each other in a so-called mid-low pivot point. This is designed to prevent pedal kickback and tickle speed out of the rear triangle. The special chain guide is designed to harmonise with the rear and increase ground clearance. Disadvantage: Many moving parts are generally more maintenance-intensive.
¹ BIKE measured values: Wheel inertia: The lower the measured value, the easier it is to accelerate. Weight without pedals. Wheel weight per set with tyres, cassette, brake discs. Frame stiffness: Lateral stiffness in N/mm separately for the front frame triangle incl. the fork (front) and the rear triangle (rear): The geometry and suspension are maximised for speed.
Driving impression: In the footsteps of Bernard Kerr
In the Phoenix, the rider is well integrated into the bike. The front is a little low. Even on the first few laps of our test track, you realise who this bike was developed for and for which routes: The geometry and suspension are maximised for speed. The rear suspension shone all the more the faster we travelled and provided plenty of traction. However, the extra travel at the rear (210 mm) was not noticeable. Super fast - yes! Comfortable - rather no. The flat and long Phoenix steered extremely precisely with its stiff front end and cut through nasty gravel like a razor blade. For more comfort, we gradually softened the pivot (front: 71, 65, 61 PSI; rear: 230, 215, 200 PSI). However, this only changed the character slightly.
On tamer sections, the air rear end released little suspension travel and pumped itself up to speed efficiently. In high-speed corners, the Phoenix rolled like it was on rails, delivered a lot of counter-pressure and squirted out of turns with so much oomph that we were happy about the snappy Saint brakes. One tester commented: "Sickly fast, but it takes a lot of energy." The other testers agreed. If you want to ride the Pivot from start to finish on the World Cup course in Leogang, you need to be very fit. Good proof of this: towards the end of the long test day, all the testers favoured the more good-natured Atherton. As a hobby racer, you have to have a certain skill level to have fun with this bike. Here, the Atherton A.200.1 duel opponent proved to be much more intuitive and pleasing than the Phoenix.
We liked the firm rear end at the beginning of the suspension travel on park tracks. It also had pop. At 444 millimetres, the chainstays are moderate, but we could hardly get the long Phoenix onto the rear wheel. Finally, there was also something to complain about: the two chains rattled and the Saint brakes whistled annoyingly.
Our verdict on the Pivot Phoenix
The Pivot Phoenix is super fast and has an original, but also unnecessarily complicated rear suspension concept. The bike requires a high level of skill and fitness to have a lot of fun for a long time. The range of use is narrow. However, we can guarantee that die-hard downhill racers will love it.
Plus
- Unique rear triangle
- Race-Geo
- great look
- fast
Minus
- Special to drive
- high-maintenance rear triangle
- requires a high level of fitness
- rattles loudly
- expensive
² EVALUATION: Spider diagram: Drive, play instinct, downhill refers to the riding behaviour: The larger the deflection, the better the suitability. Equipment: is made up of different points such as quality/workmanship, usability. The BIKE grade is made up of practical impressions from test riders and laboratory measurements. The grade is independent of price. Range of grades: 0.5-5.5, analogue to the school grading system.
>> More downhill bikes in the test
Laurin Lehner
Editor
