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The Shuttle LT has been and continues to be the long-travel, full-power model in Pivot’s growing lineup of eMTBs. Today, this e-enduro bike gets a significant update, further cementing its status as the brand’s fastest and rowdiest eMTB. And with a host of geometry adjustments, including a new patent-pending feature, it also adds the title of the most adjustable bike in the Pivot lineup.
Pivot launched the original Shuttle in 2017, becoming one of the first premium bike brands with an eMTB. Since then, it has undergone numerous updates and has slowly evolved into four separate models in the Shuttle lineup: the Shuttle LT, Shuttle AM, Shuttle SL, and the Shuttle SL/AM. Among them, the Shuttle LT boasts the most travel, power, and battery capacity, along with the most aggressive geometry. The latest version takes it to another level with a host of refinements, new features, and builds designed to make it better and rowdier than ever.
A few weeks ago, Pivot hosted several members of the cycling media, myself included, at its headquarters in Tempe, Arizona. After a couple of presentations, we all got set up on the new bikes, then chased Pivot’s Owner and CEO, Chris Cocalis, around on the rough, rocky, and loose trails on South Mountain, in the brand’s backyard, for a few days. Coincidentally, World Cup DH racers Roger Viera and the newly-signed Dylan Maples of Pivot Factory Racing just happened to be around and rode with us as well. Needless to say, it was a proper and fast-paced introduction to the new Pivot Shuttle LT.
Pivot Shuttle LT Details
The general design and frame silhouette of the new Shuttle LT aren’t visually much different from the previous version. The frame gets 162mm of rear wheel travel using Pivot’s favored DW-Link suspension design. That’s paired with a 170mm travel fork and a mixed-wheel configuration. Like all Pivot bikes, the Shuttle LT’s carbon frame has been meticulously designed to meet stiffness, strength, and weight targets, while also optimizing layups to deliver the same ride quality across all frame sizes.
The Shuttle LT comes with MX wheels, but it can be run with 29” wheels front and rear using a geometry-preserving flip chip. Maximum tire clearance is 27.5” x 26” or 29” x 2.5” and Pivot is sticking to its guns with SuperBoost 12 x 157mm rear axle spacing. The frame comes in four sizes, S-XL, and the size Large Team build weighs a claimed 52 pounds.
The Pivot team really likes the full-power Bosch CX drive system, particularly the Race version. The Ride build comes with the standard Bosch CX motor, while the Pro and team builds are equipped with the CX-Race, which is lighter and features the special “Race” mode. Protecting the motor is a custom guard that also doubles as the door for the removable Bosch PowerTube 800 Wh battery.
Inside, Pivot’s “floating battery technology” holds the battery with two independent nylon-composite mounts that allow it to float/subtly rotate as the frame flexes under load. The battery can be removed quickly and easily for hot swaps or off-bike charging. Reportedly, lighter 600 Wh batteries will also be available after-market and will fit into the same space using the same floating mount system.
In addition to the motor/battery cover, the Shuttle LT frame has large molded protectors on the downtube and chainstay. It has ports for internal routing of brake lines, dropper, and derailleur cables, with secure, bolt-on covers to adapt to changing needs. There is a set of mounts on the downtube for a bottle cage or to hold Bosch’s 250Wh PowerMore Range Extender. A set of mounts under the top tube is ideal for attaching spares or tools, such as Pivot’s Tool Dock Accessories.
Geometry and Adjustments
The new Shuttle LT’s geometry is quite similar to the previous version and the non-electric Firebird enduro bike. It’s slack, low, and long, and geared very deliberately toward riding fast and aggressively. With a 64-degree head tube angle (high), seat tube angle between 76.5 and 78 degrees (depending on the setting), and a 483mm reach on the size large that I tested, the LT’s geometry is spot on for its intended use.
But for as dialed as the stock geometry is, the designers at Pivot are well aware that rider preferences vary depending on location, riding style, etc. They built in a host of adjustments so that riders can optimize the bike’s geometry and suspension performance. In fact, the Pivot team says this is the most adjustable bike in the lineup. Let’s check them all out.
Slacky McSeatTube
You read that right. In a nod to the infamous Boaty McBoatFace, Pivot’s new patent-pending adjustable seat tube angle system is actually named Slacky McSeatTube. Seat tube angle is a hotly debated topic, and Pivot has created a way to make virtually everyone happy with this unique system. Riders can choose between 76.5 degrees (steep) and 78 degrees (steeper), and the adjustment is quick, easy, and secure.
To make this possible, the Pivot team designed the frame with an oversized seat tube, which houses a plastic insert. By rotating the insert, the effective angle of the seat tube can be adjusted by +/-1.5 degrees. The process is straightforward, and the components of the system are quite lightweight. While I’m sure the engineering of this novel system took some time and effort, it looks remarkably simple. Now that I’ve seen it, I’m honestly kinda surprised that it doesn’t already exist.
Chainstay Length
Another significant geometry adjustment on the Shuttle LT is the patented Swinger Dropout System. Featured on the latest version of the Firebird, this chainstay length adjustment makes its way to the brand’s comparable eMTB. The Swinger system provides +/- 8mm of chainstay length adjustment between the short and long settings, giving riders the option of the more playful 443mm short setting or the more stable and planted 451mm long setting.
Pivot’s system is easy to understand with adjustable dropouts and even a swappable brake bracket. However, the 8mm difference in chainstay length is enough that Pivot recommends adjusting your chain length by two links when switching between the short and long settings. It’s also worth noting that rear wheel travel increases by 3mm to 165mm in the long chainstay setting.
Geo/Wheel Size Flip Chip
An additional geometry flip-chip in the linkage is intended to be used primarily to maintain geometry when switching between wheel sizes. Stock builds come with MX wheels, and the High setting is recommended for crank clearance with a smaller rear wheel and a low bottom bracket. Switching to the low setting slackens the head tube angle by 0.8 degrees and lowers the already low BB height by 11mm. However, if switching to a 29” rear wheel, the Low position preserves the bike’s geometry.
Oversized Head Tube
Pivot designed the Shuttle LT with a visibly oversized head tube that uses a Z56/Z56 headset. This larger headset spec was intentional, as they say it leaves the door open for riders to experiment with reach or angle-adjusting headsets to dial in the fit and feel.
Suspension Progression
The lower shock mount also doubles as a progressivity flip-chip. The bike comes in the progressive setting, which Pivot believes is the perfect setting for most riders and also works well with coil shocks. For those who prefer a more consistent feel through the travel, switching to the liner setting reduces the progression of the leverage curve. According to Pivot, the differences between progressive and linear settings are:
0-100% of travel: 36.0% in progressive, 32.7% in linear
30% 9sag) to 90% of travel: 19.1% in progressive, 16.8% in linear
Motor System
Pivot started using Bosch CX and CX-R drive systems on the previous Shuttle LT in 2024. They appear to be very big fans and have chosen to use them on the new version as well. Both the Team and the Pro builds come with the Bosch CX-Race, while the Ride build comes with the standard CX motor. While the power output of both motors is equal at up to 100 Nm of torque and 750W of peak power, the CX-R motor is lighter with a titanium spindle and ceramic bearings. The CX-R also features the exclusive “Race Mode” with up to 400% assistance for faster acceleration.
All models use Bosch’s wireless handlebar remote and have top-tube integrated displays. The higher-end Team and Pro builds come with the latest Kiox 400C with its fancy display screen. The 400C has customizable pages and data fields, and the remaining battery life is displayed as a percentage. The lower-priced Ride build comes with the more basic but perfectly functional System Controller, which has colored LEDs to show assist level and battery life. Both motors are compatible with the Bosch x Pivot Flow app, where users can customize the modes, track stats, and get reminders for updates and maintenance.
Pivot Shuttle LT: Builds and Pricing
All of the new Shuttle LT builds are built around the same carbon frame and come with long-range 800 Wh batteries. Again, the Pro and Team builds come with the slightly lighter Bosch CX-Race motor and the fancier Kiox 400C top tube display. The Ride build comes with the standard Bosch CX motor and the slightly more basic System Controller. The color options are Black Royal Purple, and Stone Cold White.
Shuttle LT Team XX Eagle Transmission: $14,999
Fork: Fox Factory Float X2
Shock: Fox Factory Podium 29”, 170mm, GRIP X2, 44mm offset
Drivetrain: SRAM XX Eagle Transmission
Cranks: Praxis Carbon eCranks, 160mm, 34T
Brakes: SRAM Maven Ultimate w/ 200mm HS2 Centerlock rotors
Wheels: DT Swiss Hybrid HXC1501 Carbon, MX, SuperBoost rear
Tires: Front: Continental Krptotal-F 29” x 2.4” Enduro Super Soft, Rear: Continental Kryptotal-R 27.5” x 2.6” Enduro Soft
Handlebar: Phoenix Team Carbon, 780mm, S: 20mm rise, M-XL: 35mm rise
Stem: Pivot Team Enduro V2, S-L: 40 mm, XL: 50 mm
Seatpost: RockShox Reverb AXS V2, S: 150mm, M: 175mm, L: 200mm, XL: 225mm
Saddle: Pivot Team E-Bike
Shuttle LT Pro XO Eagle Transmission: $12,599
Fork: Fox Performance Elite Float X2
Shock: Fox Performance Elite Podium 29”, 170mm, GRIP X2, 44mm offset
Drivetrain: SRAM XO Eagle Transmission
Cranks: Praxis Alloy eCranks, 160mm, 34T
Brakes: SRAM Maven Silver w/ 200mm HS2 Centerlock rotors
Wheels: Crankbrothers Synthesis DH, MX, SuperBoost rear
Tires: Front: Continental Krptotal-F 29” x 2.4” Enduro Super Soft, Rear: Continental Kryptotal-R 27.5” x 2.6” Enduro Soft
Handlebar: Phoenix Team Carbon, 780mm, S: 20mm rise, M-XL: 35mm rise
Stem: Pivot Team Enduro V2, S-L: 40 mm, XL: 50 mm
Seatpost: OneUp Dropper V3, S: 150mm, M: 180mm, L-XL: 210mm
Saddle: Pivot Ride E-Bike
Shuttle LT Ride 70/90 Eagle Transmission: $8,999
Fork: Fox Performance Float X
Shock: Fox Performance 38 29, 170mm, GRIP, 44mm offset
Drivetrain: SRAM Eagle 90 Mechanical Transmission w/ Eagle 70 Cassette and Chain
Cranks: Paxis Alloy eCranks, 160mm, 34T
Brakes: SRAM Maven w/ 200mm Centerline rotors
Wheels: DT Swiss H1900 w/DT 370 hubs, MX, SuperBoost rear
Tires: Front: Continental Krptotal-F 29” x 2.4” Enduro Super Soft, Rear: Continental Kryptotal-R 27.5” x 2.6” Enduro Soft
Handlebar: Phoenix Ride Aluminum, 780mm, S: 20mm rise, M-XL: 35mm rise
Stem: Pivot Team Enduro V2, S-L: 40 mm, XL: 50 mm
Seatpost: JD YSP23GLS, S: 130-150mm, M: 150-170mm, L-XL: 180-200mm
Saddle: Pivot Ride E-Bike
Pivot Shuttle LT: First Rides
South Mountain is in Pivot HQ’s backyard and is home to a network of very steep, rough, and chunky trails. If you’ve ever ridden there, then you probably already know that the riding and terrain are challenging, very rocky, and will test the limits of any bike and rider. So, it wasn’t too surprising that we jumped straight into the deep end to see what Pivot’s most powerful and aggressive eMTBs were capable of. These are just my first impressions based on three solid rides.
First, we all got set up on test bikes. Mine was a size large Shuttle LT Pro, which I found to fit me very well. The angles matched my expectations for a bike of this type, the reach felt good for my lanky arms, and the generous stack provided a fairly relaxed seated pedaling position. Overall, it felt well-sorted for the LT’s e-enduro use case. While I did examine and mess with the Slacky McSeatTube and Swinger adjustments, I kept them in the stock settings (76.5 STA and short chainstays) for our test rides, because the bike felt great as it was.
Climbing
As mentioned above, I found the geometry of the Shuttle LT to be quite agreeable, with a comfortable and commanding seated climbing position. The “less steep” 76.5-degree seat tube angle setting felt great to me, but I appreciate that they’ve devised a system for riders to go steeper if they choose.
Uphill handling felt natural and intuitive right out of the gate. Despite the slack head tube angle, long travel fork, and long wheelbase, I was pleasantly surprised by how maneuverable the Shuttle LT was. It’s reasonable to assume a heavy, long-travel bike will be unwieldy, but it handled South Mountain’s tight switchbacks and prolonged technical and awkward climbing much better than initially expected. Pedal assist helps a lot in those situations, of course, but I found it to be surprisingly agile for what it is.
Despite having 162mm of frame travel, the DW-Link suspension did an impressive job of balancing support and plushness. Pivot tried to match the kinematics with those of the Firebird, which is highly praised for being an efficient climber. While I didn’t get the official anti-squat figure, I can attest that the suspension seemed to separate pedaling forces effectively and provide great support under power, yet it still had excellent small bump performance and no shortage of ground-hugging traction. It probably didn’t hurt that my suspension was set up perfectly by Fox technicians, either.
Some members of the Pivot team are very big fans of the powerful Bosch CX-R motor and its Race Mode, and while riding up the steep, loose, and chunky trails of South Mountain, I understood why. This is a full-power e-MTB, after all, and it absolutely feels like it. It’s far from subtle; the powerful drive system is undoubtedly a defining feature of the climbing experience, and intentionally so. It made it possible to power up and over the impossibly steep, loose, and chunky sections of trail on South Mountain, of which there are many.
Preferences vary, and I know that many riders really like the new breed of full-power motors. I find the Turbo and Race modes to be a bit overwhelming, and I rode in Tour and E-MTB the vast majority of the time. I appreciate having Turbo for the occasional steep punch, but otherwise, I would customize the modes to better suit my tastes, which is always an option. Still, Pivot intended this bike to provide the full-power experience, and I think they definitely achieved that goal.
Descending
Unfortunately, I never rode the previous version of the Shuttle LT, so I can’t compare it to the new version. I can, however, say with confidence that this bike is an absolute trail-smashing beast on the descents. We rode lots of properly rough, super chunky, and relatively steep descents, and this bike enabled me to approach the unknown trails and terrain with confidence and control. The geometry felt perfectly dialed, the suspension controlled and forgiving, and the Team build I tested was pretty much perfect.
Geometry-wise, the reach on the size large felt perfect, and the relatively high stack and riser handlebar kept me comfortably in the driver’s seat on steeper descents. I kept the chainstays in the short, 443mm position, as the Shuttle LT is already a long bike, and I appreciated the agility in the tight, technical terrain we were riding. For faster or more open terrain, I could see the longer chainstay setting being beneficial, and I’m glad they give riders the option to choose with a very meaningful 8mm adjustment.
I was perfectly content with the rear suspension in the Progressive setting, so I left it there for all of my test rides. I was very impressed by how plush it felt over small bumps and composed it felt on bigger hits deeper in the travel. It never felt like it was getting bogged down or lost in the mid-stroke. In fact, the mid-stroke support gave it a surprisingly playful attitude if/when I was looking to pop off or over obstacles in the trail. When ripping around on some lower-angle, smoother trails down the mountain, the bike felt more lively and energetic than its big travel and heavier weight might suggest.
Pivot chose to spec Fox’s inverted Podium forks on both the Team and Pro builds, and I think that was a very wise decision. This was my first time riding the Podium, and I was absolutely blown away. I don’t think I’ve ever experienced a fork as supple and smooth, and it completely erased small bumps and soaked up bigger hits with composure and control. I found its performance particularly impressive given the relentlessly rocky terrain we were riding on. The fork also felt very well balanced with the rear suspension. Again, I have to give credit to the professionals, as the Fox technicians who were on hand had everything perfectly dialed. I don’t know if my suspension has ever felt that good before.
Fox recently started making the Podium fork in a Performance Elite (PE) version for OEM, and the Shuttle LT Pro is the only bike currently specced with it. Like other Fox forks, the difference between the Factory and PE versions is essentially just the coating on the stanchions. Kashima costs extra.
Build
The rest of the build on the Shuttle LT Team came together very well on the trail, leaving me virtually nothing to complain about. SRAM’s powerful Maven brakes are the obvious choice for a bike like this, and they did a fantastic job controlling its speed. I found the cockpit to be well-appointed with Pivot’s own carbon handlebars, enduro stem, and grips, and a 210mm Oneup V3 dropper. Pivot also included its new Ride E-Bike saddle, which features a convenient handle shaped into the shell at the tail. The Crankbrothers Synthesis DH wheels felt sturdy and up to the task, and the Continental Kryptotal Enduro casing tires are in line with the bike’s intentions, even if they don’t have the grippiest rubber. SRAM’s XO Transmission drivetrain also worked swimmingly and gave me nothing to complain about. That derailleur took some serious hits and amazingly bounced right back every time.
Of course, the $12,599 price tag is nothing to scoff at, but believe it or not, it is slightly less expensive than some similar bikes. When compared to a Santa Cruz Vala or the Yeti LTe with comparable builds, the Shuttle LT is just a little cheaper, despite the addition of the more expensive Podium fork and CX-Race motor. Take that for what you will, all of those bikes still cost over $12K.
Range
The Bosch CX-R motor is very powerful, making it easier to burn through battery power more quickly. How quickly the battery is depleted is up to you, of course, so range estimates and claims are hard to make. I rode mostly in eMTB mode, 2nd out of 4 in the stock settings on the Race motor, and my battery consumption was roughly on par with my previous experiences with the standard Bosch CX motor. On three separate test rides, each around 18-19 miles with between 2,600 and 3,000 vertical feet of climbing, I finished with right around 40% battery each time. On my home terrain with customized modes, I’m sure I could get at least 6,000 vertical feet on a charge and probably more, as I do with the Yeti LTe.
Shuttle LT: Availability
I only have a handful of rides on the new Shuttle LT, but I think Pivot is achieving exactly what they set out to do. I can honestly say it’s one of the most fun and confidence-inspiring full-power eMTBs that I’ve ridden. If you’re interested, the new Pivot Shuttle LT is available now. Head to the Pivot website or your local Pivot dealer to learn more or pick one up for yourself.
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