I will say that this year has been particularly difficult to pin down as I’ve become even more selective about the products I’m reviewing. But, these products certainly stand out from the crowd.

Polartec NeoShell, Gore-Tex Active Shell and Mountain Hardwear Dry.Q

It’s hard to pick a single winner among this bunch, but for consumers, the latest crop of waterproof/breathable fabrics are much improved from the multi-layer laminates of yesteryear. Yes, Gore-Tex did invent waterproof/breathable many years ago, but while it was waterproof, it didn’t breathe all that well. eVent opened the door (or should I say vents) when it hit the market about 10 years ago and now we are finally seeing waterproof be breathable (for real).

I’m in the process of testing The North Face Jammu (Polartec Neoshell), the Arc’teryx Beta FL (Gore-Tex Active Shell) and the Mountain Hardwear Snowtastic Jacket (Dry.Q Elite) and I’m not ready to pick favorites among that bunch, but I will say that all three fabrics have finally hit the mark and for that we can all rejoice.

Fox Kashima Coat Shocks and Forks

I set out to determine if Kashima Coat was the real deal and I came away floored at just how much it improved the suspension feel. My tests included head-to-head test rides between standard RP23 and Kashima version and it took me all of 50 feet to realize that it is well worth the price of admission. My review of the RP23 Kashima is forthcoming, but the 32 Float 29er fork has me wrapped around its shiny golden legs. Read my review…

Specialized S-Works Road Shoes

I can’t say enough good things about these shoes. The Boa Lacing System is the star of the show as you can easily dial in the fit on-the-fly. Just today I was able to adjust the fit of my shoes while wearing my Sugoi Resister shoe covers… try doing that with traditional buckles or straps! Yes, they are spendy, but the comfort and function is off-the-charts good. Read my review…

Giro Aeon Helmet

Scary light and oh-so-comfortable, the Aeon helmet is so well ventilated, it feels like you’ve got the A/C cranked up on high. The fit adjustments are easy to navigate (great for Winter riding to adjust to a skullcap) and the lightweight straps make you wonder why nobody has done that yet. Kudos to Giro on a great road helmet. Read my review…

ControlTech Carbon Comp Ergo Bars

Continuing with the road bike theme, the ControlTech Carbon Comp Ergo Bars have been a delight since I installed them this Summer. I was skeptical since my Specialized Roubiax Expert required re-routing the internal cable lines, but the investment in shop time has more than paid itself off in the extreme comfort and improvements in ride quality these bars provide. Yup, I really dig them. Read my review…

Truvativ NOIR T30 10S Carbon Flat Bars

Truvativ’s new NOIR T30 10S carbon flat bars are perfect for 29er trailbikes. At 710mm wide, I was worried about maneuverability, but quickly became accustomed to the extra width. The ride quality is superb and the upsweep and backsweep of these bars really puts you in the driver’s seat with extra control and steering precision. Read my review…

Platypus Origin 3 Hydration Pack

I’ve worn this hydration pack all season and haven’t even thought about pulling any of my other packs out of storage. Not once have I felt this pack was inferior to even my favorite hydration packs. Platypus really nailed it with the Origin series. The sleek, waterproof design and comfortable back panel have kept this pack in my car all year. Read my review…

SRAM X0 Drivetrain

I’m a big fan of SRAM’s crisp, accurate shifting and the new X0 2×10 drivetrain has now graced three different bikes this season and performed flawlessly on each rig. I love the fast shifting, lightweight design and overall smoothness, but unless you’re on top of your game, the 2×10 drivetrain might leave you wanting on long, steep climbs. Still, nothing I’ve tried beats out X0′s durability and Energizer-esque work ethic. Read my review…

Rocky Mountain Element 950 29er

This one surprised me. I’ve ridden a Rocky Mountain 29er before, but nothing as fun and playful as the new Element 29er. Without question, the new Element 950 should be on your shortlist when considering a new FS 29er. For $3200, you’re getting a flat-out fun trailbike that can be raced or ridden as a daily driver. I’m anxious to get more saddle-time on this one. Read my review…

Specialized Camber Pro 29er

Specialized has quickly cut their teeth on big wheels and this year’s Camber Pro 29er is an awesome example of just how far they have come. I had such a great time on the Camber Pro that I pulled the trigger to keep it around a little longer for comparison. For 2012, the biggest changes are the addition of the carbon frames to the Camber family and a new tapered head tube, but the performance will remain. Read my review…

Niner Jet 9 Al 29er

Niner can seemingly do no wrong, it seems. And, while I’m admittedly smitten by the new Jet 9 RDO, lets not overlook this beauty in the Niner lineup. The Jet 9 Al is a superb XC machine that still has excellent trail manners. Pedal this thing uphill until you puke and then proceed to rip the downhill in a way only a Niner can. Read my review…

Specialized Roubiax Expert SL3

I put a ton of miles on my Roubiax this year and I owe it all to the added comfort and smoothness the Roubiax provides. Without question, the more upright position has allowed me to spin more miles on the pavement than ever before. My lower back thanks me and my lungs are grateful for the added conditioning my morning ascents have given them. I’m looking forward to hundreds more miles on this great bike. Read my review…

Salomon Spirit Shoes

Casual shoes… yup… casual shoes. To the office and around town, I find myself reaching for the Salomon Spirit’s. These ultralight shoes have pounded out the pavement in Las Vegas, wandered around tradeshow floors and around town in amazing comfort. I’ve yet to find a pair of casual shoes that are as equally comfortable and stylish. Read my review…

Smith Vantage Ski Helmet

The Vantage truly is a game changer. It’s lightweight construction and easy-to-use vents are as good as it gets in the ski helmet world. This helmet is very comfortable and feels almost like you’re wearing just a beanie it’s so light. If you are looking for a new lid this season, the Vantage is the one I’d recommend. Read my review…

Patagonia Nano Storm Jacket

Patagonia is leading the charge on so many fronts (sustainability, lightweight design, recycling, etc.) that its no wonder the Nano Storm Jacket is so kick-butt. I love the ultralight feel of the Nano Storm, but also appreciate that it holds up to the worst Mother Nature can dish out. It’s packable, warm and ultra-comfortable. Read my review…

I was able to swing a leg over the Element 950 at Bike Dealer Camp: Read my review.

When I say it’s built like a Rocky, I mean it will be a great real-world trailbike with enough stability and comfort to tackle any terrain while still remaining efficient enough to hammer out even the longest of climbs. With 95mm rear travel, the Element 29er is hitting the sweet spot between XC and AM in 29er land. I’ll keep my fingers crossed that I can get my hands on one of these for testing in the coming months. In the meantime, enjoy the show:

More Info: Visit Bikes.com 2012 info coming soon

Not satisfied with the tried-and-true aluminum designs of yesterday, 2011 will mark a serious progression in carbon fiber usage and pricing. Rocky Mountain has a serious XC racing team (Team Maxxis-Rocky Mountain) with superstar Geoff Kabush leading the charge, so it appears that R&D has been performed on World Cup race tracks around the globe.

The 2011 Element RSL features 98mm travel and the MSL (the one I’d place my bets on) tops out at 120mm. The extra travel provided by the MSL will help take this bike head-on with some of the best trailbikes on the market today.

For additional details on the new Element RSL and MSL, check out the following information provided by Rocky Mountain.

First launched in 1996, Element was one of the first lightweight full suspension bicycles on the market, and since then it has gone on to become one of the most enduring platforms of all time. “In fourteen years, Element has remained relatively unchanged and it has been our most successful model in the history of our brand. We knew that if we were going to update it, we had to do our homework and do justice to the Element name”, commented Pete Roggeman, marketing manager for Rocky Mountain.

With the launch of Element RSL and MSL, Rocky Mountain is targeting two kinds of cross country racer. Rocky Mountain’s product manager, Alex Cogger explains, “Racing has evolved considerably over the years. While some racers want pure World Cup performance, some want a bike that can tackle gnarly all-day epic racing. While Element RSL and Element MSL share DNA, their geometry and spec reflect their intended use; RSL with 100mm of travel has more aggressive race oriented geometry and MSL with 120mm of travel has slightly relaxed angles for those all-day epic adventures.”

Rocky Mountain drew from their extensive suspension development history and stable of World Cup racers in the creation of new Element. Cogger continues, “We’ve employed technologies in this bike that no other company else is using at the moment. Those technologies combined with input from riders like Geoff Kabush and Marie-Helene Premont has resulted in what we think is the most technologically advanced cross country race bike in the world.”

2011 Rocky Mountain Element RSL & MSL – Technical Features

One Element, two models: Element RSL (98mm of travel) and Element MSL (120mm of travel) share everything except the rear shock and link plates. The geometry of both versions stays consistent for their respective intended uses; RSL has more aggressive race oriented geometry and MSL has slightly slacker head and seat tube angles and a higher BB for those all-day epic adventures.

FORM C12 and C13 custom formed carbon tubing: Every tube thickness, flare, and taper in our carbon tubing is designed in-house by Rocky Mountain engineers. By doing this, we can precisely tailor the carbon layup to minimize weight and maximize stiffness.

True Full Carbon: 2011 Element is as full-carbon as it gets. The only non-carbon pieces are the alloy front derailleur bolt inserts and alloy inserts for link pivots on the front triangle. Otherwise, the seatstays, chainstays, dropouts, disc tabs, headset bearing seats, BB shell, cable guides and cable stops are all custom molded carbon. Seamless integration of these carbon elements makes for a sleek and extremely light and stiff package. RSL models even come with titanium hardware, because every gram counts.
Smooth Wall Carbon Monocoque construction: Element RSL and MSL’s industry leading Smooth Wall carbon layup process results in a perfectly smooth internal tube finish, so what you see on the outside is what you get on the inside. You might be wondering; aren’t all carbon frames smooth inside and out? Most are actually left rough inside from the molding process. Element’s smooth internal finish means no extra weight in the form of extra fibers and resin. No extra material also means no stress risers or inconsistencies in the tubes which can compromise strength and ride quality. What you see on the outside is what you get on the inside.

SmoothLink Suspension: For 2011 Element, we took what people loved about 3D Link: the easy to reach rear shock for on-the-fly adjustments and seemingly bottomless suspension, and then morphed it into our proven SmoothLink suspension design. SmoothLink’s patented rear pivot placement results in a pedal neutral system by keeping the lower link parallel to the average chain torque line. No bob, no feedback, just pure, efficient climbing bliss. SmoothLink is based around a linear rising rate suspension curve, which allows for predictable and precise shock adjustments. Our all new one-piece carbon link ensures that not only is the bike efficient, it’s also extremely laterally stiff. The watts you put into the pedals make it to the rear wheel. Working in conjunction with Fox Racing Shox and Team Maxxis-Rocky Mountain’s Geoff Kabush, we dialed in the suspension for ultimate race performance. Element is a race bike first and foremost, so we worked with the brightest minds in racing suspension to deliver the best race suspension platform possible.

Minimal chaingrowth creates fully active systemSmoothLink features minimal chain growth (RSL:9mm; MSL:11mm) in order to create a very active suspension feel, while still maintaining the traction and forward drive created by the ETS™ effect. It’s ideal to have the rear wheel trajectory shape be as close to a circle as possible, as any deviation from a perfectly circular path will introduce an irregular rate of change between the bottom bracket and the rear axle as the rear wheel compresses. Should the Chain Stay Length (CSL) grow at such an irregular rate, the bike would be more difficult to control when the rear wheel is weighted.

Linear rising suspension rate creates bottomless feel. SmoothLink was created around a linear rising rate suspension curve. A linear suspension rate means that when a shock adjustment is made, its effect is constant throughout the full travel of the suspension. A rising rate gives the suspension that “bottomless” feel.

ABC Pivot Technology. Our patent pending Angular Bushing Concept (ABC) pivots represent a paradigm shift in high performance suspension linkage in the most literal sense. ABC pivots consist of an angular contact polymer bushing against an angular alloy contact bearing sleeve on an aluminum sleeve. They both stay tight and can’t be over-tightened. And, get this; they’re lighter, more durable, and laterally stiffer than a cartridge bearing. On Element we saved 120 grams by switching to ABC pivots while increasing rear end stiffness by X percent. Plus, they need almost no maintenance – just clean the contact surfaces from time to time.

Updated World Cup Geometry. We took our race proven geometry and tweaked it to reflect the modern World Cup racer’s standards with a longer top tube and a slightly slacker head tube angle. Extensive testing with World Cup winners Geoff Kabush and Marie-Helene Premont helped us achieve the perfect race geometry while still maintaining Rocky Mountain’s legendary ride quality.

Frame Optimization. To reach our weight and stiffness goals, every feature of Element had to be optimized and work in unison towards those goals.

BB-92. We knew we needed an oversized downtube for maximum lateral stiffness and pedaling efficiency, so we used the BB-92 bottom bracket standard which allows for a larger bottom bracket/downtube junction.

E-type Front Derailleur. By using the E-type front derailleur standard, we created the absolute lightest and stiffest swingarm configuration.

Tapered Headtube. Element’s tapered headtube keeps the front end as stiff as possible, by facilitating a larger headtube/downtube junction.

Compact Frame Design. The smaller the triangle, the stiffer the frame. Element features compact front triangles with longer seat tubes to ensure the stiffest frame configuration possible and ample standover height.

Seat Collar Sleeve. It’s a hassle emptying water out of your frame after a rainy ride, so we included a super light rubber seat collar sleeve to keep the water out.

Two Chain Suck Plates. Carbon fiber and bicycle chains don’t get along well, so we integrated two chain suck plates into the frame; one molded into the chainstay and one at the bottom of the front derailleur.

More Info: Visit Bikes.com

Apparently, Rocky Mountain Bicycles has been a closet “steel is real” groupie all these years… who knew? What with all those handmade aluminum framesets all these years, they sure did a great Jedi mind trick on us, didn’t they. A 29er, steel-framed Rocky Mountain bike? This I had to test.

About the Rocky Mountain Hammer 29

In its first season, the Rocky Mountain Hammer 29 has a lot to offer in an economical package. Boasting old-school Reynolds 725 chromoly steel tubing, a compact frame design and the Eccentric bottom-bracket for simple single-speed conversions if you’re into that kind of pain.

The compact frame design provides shorter tube spans and Rocky-esque standover clearance. The pedestrian component spec provides good value but isn’t flashy by any means.

Hammer 29 Specs

• Tubing: Custom-drawn Reynolds 725 steel tubeset
• Fork: Fox 32 F29 RL w/100mm travel
• Drivetrain: Primarily Shimano Deore with XT deraileur and RaceFace Evolve cranks
• Wheels: Shimano M525 hubs laced to WTB Speed Disc rims
• Brakes: Avid Juicy 3 discs (160mm f/r)
• MSRP: $1999

Rocky Mountain Hammer 29er Review

My first glimpse of the Hammer 29 was at Interbike Outdoor demo as legendary freerider, Wade Simmons carved out the Bootleg Canyon singletrack aboard this orange beauty. If he could rally on a steel hardtail with a smile on his face–given the fact that he typically rides a super-squishy Rocky Mountain Flatline–then there must be something about this bike, I thought to myself.

I didn’t have a chance to ride the Hammer until early this Summer, but it’s been a ton of fun once I got past the hardtail transition.

That hardtail transition is a reality for me and anyone who has exclusively ridden a full-suspension bike for many years. For me, it’s been 10 years since I rode a hardtail for any real length of time. So, needless to say, the first two rides were a lesson in mountain biking 101, which kind of threw me for a loop. Pretty funny, I know.

Lets talk about the spec for a bit and then return to the trail. For the money, this is a solid deal for a unique bike. Starting out with the Reynolds steel tubing for a compliant ride, the rest of the bike is rounded out with a solid wheelset, a worthy Fox 32 F29 RL fork, a workman-like drivetrain and solid components throughout. If you’re looking for an easy way into the 29er or singlespeed fray, this is a great option.

The frame design is compact for a variety of reasons: 1) to keep the center-of-gravity low, 2) to minimize the tube lengths to control the flex, 3) to expose more seatpost for extra compliance and 3) increase standover. While I typically purchase a mountain bike purely based off the top-tube measurement (23.25-23.75″ for me), the Medium-sized Hammer 29 is right on the edge of fit for me due to the seatpost extension. I’ve got about 1/4″ of extension left in the seatpost at climbing height with the 23.74″ top-tube found on the Medium. If my legs were a titch longer, I’d have to step up to the next size frame, which would create an elongated cockpit.

Hopping aboard, I’m convinced that the only hardtails for me are of the big-hoop variety and the steel frame on top of that is gravy.

The Hammer 29 is a 29er that’s built Rocky-style. I’ve found it to be a capable, but not outstanding climber. It holds its own and did propel me to my best time yet up the Clark’s Trail Time Trial, but it still felt a tad sluggish. Standing climbs are efficient with no energy-robbing rear suspension, but it is a balancing act to keep the rear wheel in contact with the dirt–too much weight forward and you’ll spin out the rear tire. Once I figured out that balance, I was able to stand and maintain precious momentum on long climbs.

29er wheels are excellent at rolling over and through rough terrain and the steel hardtail adds to the softening of harsh bumps, but this is no full-suspension or even a soft tail. Riding down rocky, technical singletrack will quickly bring you back to reality as you bounce around rock gardens. While you will get bounced around in rocky downhills, this bike remains a super-capable descender on fast, rolling singletrack. The angles are well-suited for technical, twisty dirt ribbons.

One thing to keep in mind is that with the larger contact patch, there’s no need, or ability to lean the bike and angulate into corners like you do on a 26er. That extra 3-inches in diameter makes a huge difference in cornering traction and the Hammer 29 hooks up well.

While the Hammer 29 is an excellent value, it does leave a bit to be desired in the fork and drivetrain. The OEM Fox F29 RL isn’t as plush and doesn’t offer the adjustability of the aftermarket F29 RLC or a RockShox Reba 29er and the mostly-Deore drivetrain shows its limitations under load, but it does the job.

Good Hammer 29

• Inexpensive entry into 29er market
• Steel is real… compliant and soft to take the edge off
• Rocky-esque handling… capable descender on smooth and fast trails
• Climbs well once you get the right balance for standing climbs
• Can easily turn it into a singlespeed, if you like that type of punishment
• Solid WTB/Shimano M525/DT Swiss wheelset tracks very well
• Frame design offers low center-of-gravity
• Tons of standover clearance

Bad Hammer 29

• So-so parts spec, but good for the money
• Rocky descents remind you that it is a hardtail afterall
• Avid Juicy 3′s are OK, but I’d prefer a 185mm front rotor for a little more power
• Entry-level fork gets the job done, but would be on my upgrade shortlist
• Be careful not to extend the seatpost too far

The Bottom Line: Rocky Mountain Hammer Geared 29

Looking for a unique 29er hardtail? The Rocky Hammer 29 is a solid performer as a single-bike quiver or as a 29er playbike. The steel frame is lively and the wheels are solid. Everything else performs well, but could be upgraded over time.

Buy Now: Search for Rocky Mountain Bikes

After Interbike, I’ve had a few conversations with the local Rocky Mountain rep who never confirmed it would be released in the Spring, but he didn’t deny it.  Now that the pics are starting to flow, I’m still waiting on official specs, etc. I did reach out to Fox Racing Shox to get more information on the F29 fork pictured and it is a 120mm F29 with 15QR and a tapered steerer tube (more info on Fox’s 2010 lineup is forthcoming also).

Altitude 29er Specs (as much as I know):

• Travel: 120mm front and rear
• Direct-mount front derailleur
• Tapered head-tube
• Straight Up Geometry
• Availability: Fall 09
• Price: $4400 (approx)

Here’s a smattering of photos of the new Altitude 29er. Boy does it look sweet!

More Info: Visit Bikes.com

While freeriding is still a huge part of Rocky Mountain’s image, all disciplines of the UCI World Cup circuit are now a huge focus. Team Maxxis-Rocky Mountain boasts strong riders in XC and DH, and looks to challenge for the podium throughout the season. Check out this update from the first round of the UCI World Cup in South Africa.

After a decade hiatus from World Cup downhill racing competition, Rocky Mountain Bicycles has
returned with force.

The Maxxis-Rocky Mountain team made the 30 hour journey from North America to Pietermaritzburg, South Africa for the first round of the UCI World Cup. Coming off a successful US Cup event in Fontana, California, it was uncertain how the team would fare against teams who had already been in South Africa for a few weeks acclimatizing to the time difference and sweltering heat.

After having a nasty crash in qualifying, Maxxis-Rocky Mountain rider and two time World Champion Sabrina Jonnier was not feeling her best. Jonnier qualified mid pack, but on her race run, she scorched the course, beating the fastest time by over 13 seconds. Sabrina sat in the hot seat until the last two riders, Emiline Ragot of France and Tracey Mosely narrowly beat her time, leaving her in third place, an exceptional accomplishment given her nasty crash the day before.

The big story of the weekend was Maxxis-Rocky Mountain rider Cameron Cole. The 2007 Junior World Champion had yet to crack the top 15 in a pro World Cup, having encountered his fair share of bad luck.

The Pietermaritzburg course favored strong pedaling riders and Cole took his chance to shine. Blazing the course at 3:53:01, 12 seconds faster than his qualifying time, Cole unseated American star Aaron Gwin to take the hot seat. With 25 more riders to come, the team was already satisfied with his ride, but it took another 20 riders until former World Champion Sam Hill of Australia beat Cameron’s time.

Only riders Steve Peat, Gee Atherton, Mick Hannah, and local boy and winner Greg Minnaar went faster than Cameron, leaving him with a career best sixth place. In the cross country event, Geoff Kabush, fresh off his win at the Fontana Pro XCT, suffered from the huge travel and sweltering heat of South Africa and finished in 30th position, a great result given the conditions. Geoff will be looking forward to next World Cup stop in Offenburg, Germany where his technical skills will shine and the temperatures will be more manageable.

More Info: Visit Bikes.com

“Maxxis is excited to partner with a company like Rocky Mountain, a company that is as passionate about racing as we are. Rocky Mountain Bicycles is a leader in performance and quality in their entire line, allowing the feedback obtained from top riders to continually improve the product. Their bikes come from an esteemed line of race pedigree, making it an obvious choice for some of the top athletes in the world to choose to race a Rocky Mountain bike” Said Maxxis’ Bicycle Manager Christopher Warrick.

The agreement was initially the result of Rocky Mountain looking to fill the hole left by the expected retirement of Marie-Helene Premont, the 2008 UCI World Cup Overall champion and Canadian National champion. A long-term prior working relationship between the management of both teams and both teams’ sponsorship contracts ending after the 2008 season allowed the teams to pursue this new opportunity.

The recent announcement by 2008 World Cup Champion Marie-Hélène Prémont to continue racing in 2009 was met with great excitement by both Rocky Mountain and Maxxis.

“Marie won the overall World Cup on the new Vertex RSL and we look forward to giving Geoff Kabush the same edge”, said Peter Vallance, the Rocky Mountain Team manager. “Last year Rocky Mountain athletes raced more days in more countries than any other professional mountain bike team, winning all along the way. This new team takes our racing to yet another level with the new riders, staff and sponsors”.

Geoff Kabush, coming off a banner year in 2008 where he won the 2008 NMBS XC overall title, reached the World Cup podium several times and captured 4th overall in the series, is optimistic about his new team. “The new team has really got me excited about the upcoming year. It is a great opportunity for me to work with a company so close to home and everyone at Maxxis is excited about the future of the team. Rocky Mountain has recently been pushing hard on the development of their race bikes and I look forward to pushing them hard on the race course. We have assembled a powerhouse group of riders, staff, and sponsors and I can’t wait to get out racing again in 2009.”

New to the team is rising American XC star, Lea Davison. Lea had a breakout year in 2008, with stage wins at Sea Otter Classic, several NMBS podiums, and her first World Cup top-10 in Bromont. With such a successful season behind her, Lea is destined for great things in 2009.

Rounding out the XC team is Canadian Raphael Gagne. Gagne, still an espoir, dominated the Canada Cup series, winning the Elite Mens Overall title. He capped off his season with an impressive 7th at Espoir World Championships.

The Maxxis-Rocky Mountain team also signals a return to World Cup downhill competition for Rocky Mountain, one of the original pioneers of the sport.

Vallance adds, “We couldn’t be happier to be back in downhill racing. To have a two time World Champion like Sabrina Jonnier on our bikes is huge. Having Sabrina, Cameron Cole, and Luke Strobel on the Flatline next year means worldwide exposure for the bike and they will certainly be key in product development.”

The team will hold its training camp in Bootleg Canyon, Nevada March 20-24 and will first be in action at the USMC #1 in Fontana California the following weekend. Marie-Hélène Prémont will begin her season at World Cup #1 in Pietermaritzburg, South Africa on April 11.

The Maxxis-Rocky Mountain team will focus on the UCI World Cup series, but will also contest the Manufacturer’s Cup Series (formerly the NMBS), the Canada Cup, and select stage races.

2009 Maxxis-Rocky Mountain Race Team

XC Team

• Geoff Kabush – CAN
• Marie-Hélène Prémont – CAN
• Lea Davison – USA
• Raphael Gagné – CAN

DH Team

• Sabrina Jonnier –FRA
• Luke Strobel – USA
• Cameron Cole – NZ

The most prevalent of these copycats comes with the Horst Link design, a patent originally owned by Horst Leitner, but subsequently sold to Specialized. Filed in 1994, the Horst Link is still considered as one of the best overall suspension designs on the market. It’s often copied–sometimes too closely, which has been costly for some–because it works.

Specialized has always been understandably quick to pull the trigger with patent infringements and is one of the reasons why Scott USA didn’t sell suspension mountain bikes in the States for so long and could potentially be why Norco’s aren’t so common south of the Canadian border.

This entire conversation will again be a hot topic with the introduction of the 2009 Rocky Mountain Altitude–an entirely new platform for Rocky Mountain Bikes.  I’ve been told that the design carefully skirts Specialized’s patents enough so that Rocky feels confident bringing it to the US market without losing their shorts to Big S.

I’ve been intrigued enough by the design of the 2009 Rocky Mounain Altitude (though I haven’t seen it in person) that I’ve done some patent searching and found the original Horst Link patent application. Sifting through it, I’ve been looking for loopholes.

Aside from an Advil-sized headache from all the legalese, the only thing I’m able to see that’s unique to the Altitude design is that the rearmost pivot point actually sits slightly above the rear axle. For comparison, here’s a shot from the 2008 Specialized S-works Enduro SL Carbon. Notice how the pivot point sits below the rear hub’s mounting point:

I looked at every other Horst Link bike from Ellsworth, Chumba and Norco and every one of them has a pivot point that is either right inline with the rear axle (Norco Shore) or well below it (Chumba EVO).

Rocky Mountain Altitude Pivot Location… The Loophole?

With the Rocky Mountain Altitude platform, that pivot location has been placed above the rear axle line. Is this the loophole?

Again, I’m no expert and I have yet to get a chance to see this bike in person, but I’m dying to find out the legal ground Rocky feels they are standing on.  Because, if they succeed and if the new Altitude platform performs as well as I’ve heard, it will open the floodgates for others to follow.

The new Rocky Mountain Altitude will replace the ETSX platform and be Rocky’s all-mountain 5×5 trailbike. Even more interesting (and may prove my point true) is that when you look at the current ETSX suspension design, the Altitude only differs in that the pivot location is moved down the seatstays, yet still above the rear axle. So, the ETSX and the Altitude’s basic design is similar (granted, I’m oversimplifying things here), just more refined while still skirting Big S’s patent.

2009 Rocky Mountain Altitude Specs

Frame, Trim Levels and MSRP (USD, prices subject to change)
Altitude 30 – $2849
Altitude 50 – $3499
Altitude 70 – $3999
Altitude 70RSL Carbon – $4899
Altitude 90RSL Carbon – $6499
Altitude 29er – $1599 (single-speed) or $1999 (geared)
Altitude Ladies 50 – $3499

Description
The New Altitude by Rocky Mountain Bicycles is intended for Epic Cross-Country style riding. Designed to compliment both the uphill portion of the ride as well as the downhill, this bike will inspire confidence.

Specs

• 140 mm (5.5″) of rear wheel travel
• Low shock ratio 2.4:1
• Frame weight for alloy at 6.5 lbs and Carbon at 5.5 lbs
• A slightly rising suspension rate will provide a bottomless feel, with a small amount of air pressure required in the rear shock
• A constant rate of Chain Stay Length (CSL) growth, allowing for predictable rear wheel travel
• Room on the frame for a shock with reservoir and a bottle mount in the main triangle with a second mount on the underside of the down tube.

Dialed-in Geometry Unlike Any Other
Angles on the bike are a constant through all sizes, Head Tube Angle is 69 and Seat Tube Angle is 76 (Patented ‘Straight Up’ Technology) allowing for sag on the suspension, keeping the rider always in the correct climbing position. The new Rocky Mountain Altitude actually harnesses the riders horsepower available in his/her legs, allowing the rider to always sit right in the rearward pocket of the saddle for efficient uphill pedaling. This increases rider endurance and reduces body fatigue (especially in the lower back region).

Read Review: Rocky Mountain Altitude RSL 90 Quick Bike Review

UPDATE: Read my 2011 Rocky Mountain Slayer 70 Review

So, in 2000, I began my love affair with Rocky Mountain as I bought my first full-suspension bike–a Rocky Mountain Element Race. After getting my feet wet, I then upgraded to the first-generation Rocky Mountain Slayer in 2001. That bike got me hooked on more travel and was the beginning of my big bike movement in 2002-2004 before I began settling in on the current crop of lightweight all-mountain bikes that have since come on the scene.

Thankfully, technology has greatly improved since 2001 and we’re seeing a full spectrum of “all-mountain” bikes in the 5-6 inch travel range. I still prefer a bike that leans more towards squishy within that range and the new Rocky Mountain Slayer SXC 70 is just the ticket. With a 31-lb. weight, 160 mm travel and an outstanding suspension design to boot, the Slayer looks promising. After a few weeks of flogging, lets see how it fared.

About the Rocky Mountain Slayer SXC70

Introduced in 2007, the Rocky Mountain Slayer SXC 70 is a capable all-mountain bike built Canadian-style. Being a huge fan of Canadian bikes, I’ve come to appreciate how Rocky Mountain, Norco and Banshee prefer to build their bikes. They don’t just lighten everything up for the sake of shaving weight. Weight savings are decidedly calculated by first ensuring that the bike will still be burly enough to handle the appropriate abuse.

Just throwing triple chainrings on a DH frame isn’t an option, but neither is slapping a long-travel fork on an XC machine. Canadian trailbikes simply ride smoother on the downhill than their domestic counterparts.

To do this, wheelsets are stouter, tires are wider, head angles are slacker, swingarms are overbuilt and forks typically err on the side of more travel.

That said, the new Slayer is built for everyday real-world trail riding. Not quite light enough to stay with the XC crowd, yet still capable of an all-day epic and inspiring when the trail points downward, the Slayer SXC 70 is everything a true all-mountain bike should be.

The build on the SXC 70 is solid. Headlined by a Fox TALAS 36 up front and Fox DHX Air 4.0 in the rear, the remaining parts are a mixture workhorse components like SRAM X.9 shifters and rear derailleur, RaceFace Deus XC cockpit, RaceFace Atlas cranks, Mavic XM 317 rims and Avid Juicy Seven brakes with 185mm rotors.

Noteworthy is the patented Low Center Counter Rotating (LC2R) rear suspension design utilized on the Slayer. Looking it over, the first thing that stands out is just how low everything sits on the frame. The center of gravity on the Slayer is well below anything else in the all-mountain field. Most bikes feature a high rocker arm with a top or downtube-mounted shock design. The LC2R design keeps everything low by utilizing a unique counter-rotating seatstay pivot. And as you go through the travel, the center-of-gravity continues to get lower and lower. To learn more, visit bikes.com.

Highlights of the Slayer SXC 70:

• FORM 7005 aluminum frame with carbon fiber seatstay
• Fox DHX Air 4.0 rear shock
• Fox 36 TALAS II R fork (100 – 130 – 160 mm)
• LC2R patented rear suspension (160 mm travel)
• SRAM X.9 shifters and rear derailleur
• Mavic XM 317 rims
• WTB Prowler XT 2.3 tires (read tire review)
• Full details: bikes.com

Rocky Mountain Slayer SXC70 Review

After a 6-year hiatus, I’m back on a Rocky Mountain–and loving every bit of it.  OK, before I start gushing over this bike, lets get down to some nitty gritty details.

Starting with its climbing ability, no, it’s not going to be the fastest one in the bunch, but if you’ve got good lungs, you won’t notice the extra pounds one bit (at 31 lbs., it’s still pretty darn light).  On rough or rocky climbs, I kept the Fox DHX Air 4.0 engaged and it stuck to the dirt like a magnet under all conditions. I felt I could pedal up anything and the bike would respond.

Typically, I don’t use lockout switches because I prefer the extra traction afforded by an active rear suspension.  However, I did make use of the ProPedal switch on a long, smooth singletrack climb on Clark’s Trail in Draper, Utah.  I switched it on and off during the climb to feel the difference and eventually settled into it being engaged on this particular climb.  All other climbs were easily tackled without the help of the ProPedal.

The LC2R rear suspension design is super stiff laterally. The beefy, asymmetrical swingarm is built burly in typical Rocky Mountain style. This is then mated to a carbon fiber one-piece seatstay for extra lateral stiffness.

Up front, a quick flip of the switch on the Fox TALAS 36 and I was in 130 mm travel mode, which was perfect for climbing.  Simple and effective, dropping 30mm in the front steepened things up for climbing. I never felt the need to drop further than that. Front-end wander was pretty much non-existent.  This thing tracks extremely well uphill.

My first descent on the Slayer was refreshing.  After riding several other bikes that have erred more on the XC side of all-mountain, the Slayer stands out as one leaning more towards the Super D or Freeride side of all-mountain.  The suspension design on this bike is amazing and the low center-of-gravity is immediately felt as you slice and dice through singletrack descents.

Without realizing I hadn’t even flipped the fork back to 160 mm mode, I was hooting and hollering all the way down some twisty turny rocky and rooted singletrack with the TALAS 36 in 130 mm mode–not knowing the wiser. On subsequent rides in 160 mm travel mode up front, the Slayer continued to push me to speeds and drops I hadn’t hit in years. Laying into the corners, the suspension just soaked everything up and felt increasingly stable–no matter how hard I pushed it.

You don’t get bounced around much on the Slayer when things get rough.  The Slayer can easily plow through just about anything you could ever throw its way. Confidence-inspiring is an understatement.  The Slayer simply crushes the downhill portion of the show. Not since my 2002 Turner RFX have I had a bike that has felt this capable both uphill and down. This bike is a hoot on the downhill–flickable and stable.

Good Slayer

• The most capable downhiller of all trailbikes I’ve ridden
• LC2R suspension design provides a super-low center of gravity
• Fox TALAS 36 RCII is the fork to beat
• Solid parts spec
• Canadian handcrafted quality
• Your neighbor doesn’t have one

Bad Slayer

• A little heavier than some bikes in the category
• A little slower on the climbs, but not by much
• Interrupted seat tube requires care when slamming the seat (and a hacksaw to lop 2 inches from the seatpost)

The Bottom Line on the Rocky Mountain Slayer SXC70

This is definitely one of the best trailbikes I’ve ridden to date.  It is built strong enough to sail through anything you can throw in its path. Smooth on the downhill is an understatement… this thing is one of the most capable descenders on the market. And, at 31 lbs., the Slayer maintains a respectable waistline that can power up any climb without wandering all over the place. This bike is a winner–the real deal if you’re looking for a trailbike that descends like a rocket and pedals uphill like a billygoat.

To buy a Rocky Mountain Bike in the Salt Lake City-area, check out Fishers Cyclery. For Park City folks, check out Cole Sport. Everyone else can just do a dealer search.

Buy Now: Search for Rocky Mountain Slayer