Pivot Shuttle LT V2 Review - Best Electric Mountain Bikes 2024

Pivot’s long-travel e-bike gets a more powerful motor.

The Takeaway: Pivot’s long travel Shuttle LT was already a good bike. Even so, Pivot made a big change, and a few small ones, to a relatively young bike—it debuted just two years ago—that makes it even better. Now with Bosch’s most premium Performance Line CX Race motor, the second-generation LT is more powerful, offers better performance and refinement, and is a more engaging bike to ride.

When it comes to their pace of evolution, I describe e-bikes as part bicycle and part smartphone. While the evolution of the bicycle is relatively slow, we all know how fast smartphones evolve. And the smartphone side of the e-bike—the electronics and batteries—heavily influences the evolution in this space.

Four years between revisions is a typical timeline for a high-performance—unpowered—bicycle model. But for e-bikes, that pace may quicken. I don’t think we’ll see one-year cycles like Apple’s iPhone—brands need time to amortize the cost of frame development and tooling up for production—but I suspect e-bikes will have shorter development cycles than unpowered bikes.

Pivot’s new Shuttle LT might be a harbinger of this trend. The first Shuttle LT debuted only two years ago, but Pivot is already showing that generation the door to make room for the second generation.

There are more details below, but the big changes are to the smartphone side of the Shuttle LT—a new motor and battery—with the bicycle part seeing incremental updates. Because the frame, suspension, and handling are so similar, I encourage you to read the review of the first Shuttle LT because it will provide additional insight into the second-generation bike.

The most notable change to the new Shuttle LT is its Bosch Performance Line CX Race motor, replacing the first-generation LT’s Shimano EP801 motor.

"We switched to the Bosch Performance CX Race motor because of its superior power output," Pivot’s founder Chris Cocalis told me, adding, “Specifically, the placement of the power and its instantaneous response. The wireless handlebar controller and [wireless speed] sensor are also nice features. Additionally, Bosch has a reputation for the best reliability and customer support.”

And while Pivot’s shorter travel Shuttle AM also uses the Race motor, it is only offered in the top-of-the-line Team build, with less expensive builds getting the standard CX motor. This is because, previously, Bosch limited the number of Race motors a brand could receive per year.

But that restriction is seemingly lifted (for Pivot, anyway), and every Gen.2 Shuttle LT gets the hot rod motor. Although I have quibbles with some aspects of Bosch’s ecosystem, the Performance Line CX Race motor is, I believe, the best full-power motor you can ride right now.

The primary difference between the Race and Performance Line CX motors is that the former offers more maximum support (400% instead of 340%). An extended boost supplements this additional support—the motor continues to drive fractionally longer after you stop pedaling—and offers snappier acceleration from a stop. Note that these differences are exclusive to Race mode (which is only on the Race model); in all other modes, it behaves the same as the standard Performance Line CX.

Along with the Bosch Race motor is a Bosch 750-watt-hour internal battery. This can be supplemented with a Bosch 250Wh range extender ($500). While other range extenders are shaped to fit into a standard water bottle cage, Bosch devised a unique—and admirably robust—mount for its range extender. This mount takes the place of a standard water bottle cage, but Bosch includes a water bottle cage adapter if you’re doing a shorter ride and don’t need the accessory battery.

To unlock the bike and companion app’s full suite of features, Bosch makes you pony up for an additional piece of hardware—the $100 ConnectModule—push makes you pay a $35 annual subscription. This is crap because you’re getting charged twice for one product.

When someone buys an expensive e-bike, they should get all the features; period! Riders need to push back firmly on this kind of stuff now, or brands will push more features into subscriptions (say it with me: “slippery slope.”).

Remember when BMW tried to make heated seats in their cars an $18 per subscription and only relented when customers screamed bloody murder? Well, one of the features on this bike that requires the additional hardware and subscription from Bosch is “Current Charge Level.”

Perhaps it’s the cynic in me, but if this kind of subscription creep continues, I can imagine a future where you buy a bike with the Race motor, but Bosch makes you pay a monthly fee to use Race mode.

Another annoyance is that the Bosch system still, in 2024, does not connect to Garmin, Wahoo, or other popular cycling head units. This is a feature every other popular motor system has offered for years.

The only head unit that works with Bosch’s motor is (surprise) Bosch’s Kiox, which is not a great cycling computer for use with a high-performance mountain bike. Another annoyance is that the Kiox only works with Bosch bikes and can’t be used with your other bikes.

A Kiox is not included with the Shuttle LT, so if you a display for this bike, you’ll need to spend yet more money ($130 to $180) on top of the Shuttle LT’s premium price for features and functionality that come standard on bikes with other motor systems.

Or you can mount your smartphone on the bars—where it’s very vulnerable to damage in a crash—and run Bosch’s underwhelming app.

Neither option is ideal. I have heard Bosch has plans in the works to enable compatibility with other cycling computers, and I hope this happens soon.

While there are significant changes to the drive system, things on the frame side are similar to the first-generation LT.

Although travel does not change—the LT still has 160mm rear via Pivot’s signature dw-Link system with a 170mm F0x 38 fork—Cocalis says the kinematics were updated, so “the bike gets even better traction on climbs and is a bit more composed on multiple hits.” Another minor update: The V2’s shock is oriented more vertically than on the V1 LT, which, if nothing else, looks better.

Pivot also changed the stock hoops from matching 29-inch wheels to a 29-inch front and 27.5-inch rear. Another change is this bike now rolls on Continental—a sponsor of Pivot Factory Racing—tires instead of the Maxxis rubber that Pivot relied on for many years.When asked about this change, Cocalis provided a detailed answer that touches on several topics:

With the smaller rear wheel, the Shuttle LT now ships with its flip chips (located at the top of the seat stays) in the high position. Pivot does not recommend pairing a 27.5” rear wheel with the low geometry setting.

The bike is still compatible with a 29-inch rear wheel (with 157mm hubs, AKA Super Boost). Pivot suggests using the low position with the larger rear wheel but says the high position offers the rider more crank clearance and quicker handling if desired.

The LT’s geometry does not significantly change—Gen 2 is almost identical to Gen 1.

However, it’s important to note that the Shuttle LT is, as is often the case for Pivots, a long bike. I’m a bit over 68 inches (173cm) tall and ride a medium in most brands, but I find myself most comfortable on a small Shuttle LT.

The seat tube length and standover are admirably short—Pivot says the small fits riders down to 63 inches/160cm. But be aware that the Shuttle LT’s top tube lengths and reaches are on the long side.

Pivot offers the new Shuttle LT in three builds: Ride SLX/XT for $8,699, Pro X0 Eagle Transmission for $10,999, and Team XX Eagle Transmission for $12,999.

All use the same frame, Bosch Race motor, and 750Wh in-frame battery. All are equipped with Fox suspension, Shimano four-piston brakes with Galfer rotors—223mm front, 203mm rear, DT Swiss wheels, Pivot-branded bar, stem, and grips, and Continental’s Kyrptotal tires (2.4” front and 2.6” rear) with soft compound and enduro casing.

Pivot offers an upgrade to Fox’s DHX Live Valve Neo shocks for the Pro and Team builds for $1,500. I rode the bike with both the Float X and the DHX LV. It rides well with both, but I prefer the LV Neo shock as it limits unwanted motion and makes the chassis feel more stable going up and down. While I’m not sure the Neo shock’s performance is $1,500 better, it’s better enough that if I were going all in on a bike this expensive, I’d get the upgrade.

For all builds, Pivot offers the Bosch 250Wh range extender—which brings total battery capacity to 1000Wh—for $500.

Shuttle LT Details—Click the arrow at left to expand

Price as tested: $12,999 (Pro XO Eagle with Live Valve Neo and range extender)Weight as tested: tk lb. (size small)Sizes offered: S, M, L, XLModel price range: $8,699 to $14,999Frame only: noFork travel: 170mmFrame travel: 160mmRecommended shock sag:%Max tire clearance: 2.6"/66mm (27.5), 2.5”/63mm (29)Bottom Bracket: NA (e-bike)Seatpost: 31.6mmShock Dimensions: 205X65 mm trunnionPiggyback shock compatible: YesCoil shock compatible: YesMX wheel approved: yesDerailleur Hanger: SRAM UDHBash/Guide mount: frame-specific upper guide onlyWarranty: 10-year frame warranty. Paint, Finish, and bearings warrantied for 1-year.Crash replacement: Non-warranty replacement details decided on a case-by-case basis.

Because they have so much in common, I wasn’t surprised that this Shuttle LT reminds me of the first one I tested. If you’ve read my review, you know that’s a good thing because I liked the first LT. But there’s no question that the new motor increases the V2 LT’s performance and fun.

The new Bosch Race motor makes the V2 even faster and I think it is the best high-performance e-bike on the market. Bosch’s Race mode is thrilling to ride—it absolutely throws you up the trail. It accelerates to the motor’s cutoff in a blink and helps you maintain momentum as you ratchet through chunks.

With Race mode, the Shuttle LT blasts terrain up, down, and otherwise. You will appreciate the Shuttle LT’s generous travel, the stout Fox 38 fork, and the power offered by the 223/203mm rotors. This bike and motor feel like they were made for each other.

The first few times I used the Bosch Race motor, I found that Race mode was too aggressive for finessing through slow and tight terrain. But with time, I’ve learned how to use Race mode effectively in more situations—even in slow-speed tech. There are still some situations where eMTB mode’s smoother roll-on of power is the best choice, but once you’ve ridden with Race mode on a bike with this much performance and capability, it’s hard to ride with less power.

Race mode does, as expected, gobble battery. But if you add the 250Wh range extender, you have 1000Wh on tap and a lot of time in Race mode at your disposal.

Aside from its sheer power, the motor is also very refined. The power rolls on—and, at the limiter, off—smoothly, and it feels responsive and natural. Especially in eMTB mode, feathering the motor with your legs is intuitive, making this powerful and heavy bike relatively easy to manage. The motor is also quiet and free of aggravating rattles and clunks.

I did not have a first-generation LT handy for comparison, so I can’t tell you exactly how the V2’s suspension updates affect the bike’s performance. I thought the first LT’s suspension was dialed, and the V2 LT also felt very sorted. The Pivot plus dw-Link plus Fox combination is into its seventeenth year, and it would be significantly out of character for this coalition to whiff.

Along with the high levels of control and traction it provides, the thing I most appreciate about the LT’s suspension is its consistency. No matter the situation, it always seems to be doing the right thing in the moment. It’s smooth and supportive, never feeling like it’s doing too much or too little.

I rode the bike with the stock Float X and the DHX Live Valve Neo upgrade. The bike rides superbly with both, but I slightly prefer the Live Valve coil-over. That’s because it’s more sensitive and helped the bike find more traction in my consistently slippery conditions, while the Live Valve offered the pop and crispness I associate with an air shock. I also found the electric damping somewhat helpful in calming the pitching of the chassis. Which, with the mass of an e-bike swinging around, can be a thing.

Like other recent Pivot e-bikes I’ve ridden, the Shuttle LT provided additional chassis refinement not present in many e-bikes. Some e-bikes, particularly longer-travel and full-power examples, don’t feel fluid on the trail—They ricochet and buck in unexpected ways and leave the rider feeling disconnected.

I’m told this is primarily due to the effect on frame stiffness caused by accommodating and integrating a battery into the downtube. Pivot is one of the small number of brands that found ways to mitigate an e-bike’s stiffness challenges. And it results in a more natural feeling bike on the trail. Even the battery’s mounts, Cocalis told me, were designed to help the Shuttle LT feel more like an unpowered bike.

The Shuttle LT is a big bike with lots of travel, power, and weight. But it is pretty easy to ride. One reason is its reactive handling, making it quicker steering than some riders might expect. This feeling that the bike is on its toes and ready to change direction adds a measure of precision uncommon in a big e-bike’s handling.You’ll want to ride aggressively and push hard to get the most out of the Shuttle LT. There’s no point in being on this bike if you’re only going to noodle on fireroads: This is a bike for when the trails are steep, rough, rowdy, fast, and challenging. You want to ride this bike as fast as possible and to your limits.

It’s not that the Shuttle LT works better the harder you push it—it works fine at lower speeds and on mellower trails—but rather that you can sense that this bike was built for pushing limits, and it is right there with you when you do.

• This bike features WTB’s High-Tail saddle, designed by Pivot’s Chris Cocalis to improve tire clearance with the dropper fully compressed. The saddle shape is good, but the base is too soft and flexible, which results in a saggy feel when riding and causes contact with the post’s saddle clamp. The post on my bike showed wear from the base rubbing.

• The motor’s guard has forward-facing gill slits to improve airflow and cooling. But they also, as I discovered, ingest mud. Even with a fair amount of mud stuck inside the guard, I didn't experience any problems, and it all flushed out quickly with a wash.

• All the parts on my test bike worked great, but I was particularly impressed by the Continental tires. They offered excellent grip (acceleration, braking, and cornering) and great feedback. They are also proving to be durable and long-lasting. Conti’s MTB tires fell off my radar for a few years (as it seems they did for much of North America), but I'm eager to spend more time on their latest treads.

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling, Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race.

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