2012 Rocky Mountain Element 950 Features: 

• Smoothlink suspension design with carbon fiber linkage
• RTC™ 29 Geometry with shorter chainstays, top tube, etc. to better mimic the best 26ers
• Slightly-raised bottom bracket to make the bike more maneuverable
• Rockshox Monarch rear shock (notice the ultra-short stroke)
• Rockshox Revelation 120mm with travel adjust (drops to 95mm)
• Easton EA70 cockpit
• SRAM 2×10 drivetrain (mostly X9)
• Internally-routed derailleur cables through downtube (really cool design)
• MSRP: $3200 USD

2012 Rocky Mountain Element 950 Quick Review

After a thorough run-down on the new features of this bike, I got dialed in and headed out to the trails. Immediately, the Element 950 felt comfortable and natural without some of the flopping you get with poorly-executed 29ers. Peadling up the singletrack, I truly felt like this bike could climb anything without so much as flinching.

While climbing, I played around with the travel adjustment in the proprietary Rockshox Revelation just because I could, not because it needed it. I climbed smoothly and efficiently in both minimum and maximum travel and honestly couldn’t tell much difference, so I just left it at 120. I did move the Monarch’s pedaling platform switch in about 4 clicks for extra efficiency, but easily blew through that when needed.

Descending flowy singletrack on the Element 950 was tons of fun. This bike has a playful character and honestly feels as nimble and jumpy as a 26er. I found myself laying into the corners and hopping over drops without some of the negative characteristics found on some 29ers. This bike has the heart and soul of a Rocky and that pedigree shines through. You could race this bike, but I’d be downright content riding this as my daily driver.

To add an extra dose of comfort and control, I’d prefer a bit wider set of low riser bars. And, I’d also reverse the stem and headset spacers to drop the front-end as much as possible. As it was, the bike handled great, but I think a bit of tinkering would yield even more awesomeness from this bike.

Since this is a fairly quick review of this bike after only 45 minutes of riding, I chose to focus on how the bike felt and not necessarily dive into fine details of the build — since all that stuff would need more time in the oven. But, I will say this… the Element 29ers are a great addition to the market and have a lot to offer those who are looking for an XC-capable 29er full-suspension bike that can also dance with some of the best trailbikes on the market.

Good Element 950

• Rocky nailed the geometry
• Has a playful and fun feel while being efficient to hang at your local XC race loops
• Smooth climber with traction aplenty
• Front end stays put with no noticeable wander
• Unique Rockshox Revelation fork with travel adjustment
• 142mm rear axle certainly stiffens things up
• Unique internally-routed cables

Bad Element 950

• Wheels felt a tad noodly
• A little heavier than I’d like, but that’s what upgrades are for, right?

Bottom Line: 2012 Rocky Mountain Element 950 29er

Rocky Mountain has certainly done their homework with the new Element 950 and it shows. They dissected the best of the competition and now have a truly remarkable XC-capable and trail-friendly full-suspension 29er.

More Info: Visit Bikes.com (2012 info coming soon)

Rocky Mountain Slayer 70 Features:

• RMB FORM Hydroformed 7005 Aluminum frame
• Fox 36 TALAS R fork (160mm/140mm)
• 165mm rear travel via Fox RP23 XV custom-valved rear shock
• Rocky Mountain SmoothLink suspension design
• Straight Up geometry for improved climbing
• 12 x 142mm rear thru-axle for stiffness
• Easton Haven stem and carbon riser bars (test bike had aluminum bars)
• Handbuilt wheelset with DT Swiss EX 500 rims, DT spokes and RM sealed hubs
• SRAM X9 9-speed shifting
• Formula the ONE brakeset with dual 180mm rotors
• Race Face SixC crankset
• MSRP: $4500

2011 Rocky Mountain Slayer 70 Review

Billed as a one-bike-quiver for the gravity-inclined, the all-new Slayer 70 takes an already-superb design to a new level. With a complete re-design, the new Slayer 70 is stiffer, stronger and more capable than the previous design. While it’s not the lightest 165mm bike on the market, its 31.5 lb fighting weight (with Crank Brothers Candy pedals) is still respectable and once on the trail, those extra few pounds go completely unnoticed.

Lets talk about Rocky Mountain’s Straight Up geometry for a bit. It’s crazy to look at the frame and see the super-steep seat angle, but once you hop aboard, that tweaked geometry ends up paying off in spades. Steep and rocky climbs are no match for the Slayer as it is supremely-capable. I’ve been able to ascend up all my typical ascents in the middle-ring of the Slayer (just like my other bikes with less travel). I’m not noticing any significant difference in climbing ability and momentum — in spite of this being a much squishier bike than I typically ride. Yeah, the tires are big and heavy, but it really carries its girth well.

More on its climbing ability. The Fox TALAS 36 adjusts from 160mm to 120mm with the flip of a switch. While this wasn’t necessarily needed, it was welcomed on really steep climbs as the front wheel stayed put. Honestly though, I think the TALAS should be custom-made at 160/130 or 140 for this bike. At 120, you don’t really want to ride it on anything but long climbs, but with a 140 or 130 setting, I think you could comfortably ride it on more XC-type trails while still getting improved climbing characteristics.

I rode the Slayer on both XC terrain and grin-inducing downhill singletrack. In rolling terrain, the Slayer really remains nimble and fun. Yeah, it’s slower than thoroughbred XC machines, but it’s definitely not sluggish. When the terrain is tipped and the singletrack gets rough and fast, the Slayer is right at home. At the full 160mm of travel up front, I was able to really push this bike to the extreme and it just hooked up. Flying over jumps and railing berms, the Slayer shows its pedigree.

It can really be described as a playful bike on the down. All that fun does become limited when the terrain gets tight and twisty as the slack front-end does slow things down. I wouldn’t call the handling sloppy at slow speeds, just delayed a bit. No worry though… at speed and on more open singletrack, the Slayer settles in and carves nicely.

As mentioned, overall efficiency with the SmoothLink Suspension design is excellent with nothing but useful travel usage on both uphill climbs and downhill bombs. As advertised, pedal feedback and brake-jack are non-existent and the smoothness makes the suspension nary invisible so you can simply focus on having fun. I could see this bike at home for those with strong legs and big appetites for lift-serviced or leg-serviced technical descents. It can also easily be a one-bike-quiver for those who want a burly do-it-all steed.

Good Slayer 70

• Climbs extremely-well (Straight-up Geometry in the house)
• The TALAS isn’t necessary, but helps glue the front wheel to the ground
• Simply gobbles up the downhill in typical Rocky fashion
• Very stiff laterally
• 15QR rear axle helps it track even better
• Full component spec leaves little to be desired
• Can very well be a one bike quiver
• Love the Easton Haven cockpit as opposed to house-brand stuff

Bad Slayer 70

• I’d like to see a 160/130 or 160/140 Fox TALAS… 120 is a bit much
• A little floppy at slow speeds
• Why no 10-speed?
• Cable routing under the BB is a little awkward

Bottom Line: 2011 Rocky Mountain Slayer 70

With a great mix of new technology and predictable Rocky Mountain pedigree, the all-new Slayer 70 can be a quiver of one. I was able to climb with speed and efficiency that’s hard to come by in this class. And the downhill… oh yeah, it will make you smile.

More Info: Visit Bikes.com to Learn More & Locate a Dealer

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

Rocky Mountain Altitude 29 specs:

• FORM 7005 aluminum hydroformed frame
• Smoothlink suspension
• Straight Up geometry
• Tapered head-tube
• 115mm rear travel via Fox RP23
• Fox F29 RL FIT 120mm fork
• Shimano XT drivetrain with SLX front derailleur
• RaceFace Deus XC crankset
• Formula R1 disc brakes (180mm rotors)
• Easton EA70 cockpit (flat bars, stem, seatpost)
• Weight: 28.4 lbs (as tested without pedals)
• MSRP: $3999

Rocky Mountain Altitude 29er Review

After trying to get onboard this bike for over a year, I was finally able to swing it, but only for a couple of weeks. As luck would have it, the weather didn’t initially cooperate, so I had to dodge storms to make the most of it. In the end, it has been well worth the wait.

The overall package immediately felt like a Rocky with solid and reliable parts all-around. Fighting weight came in at an acceptable 28.5 lbs, which translates into a confident trail feel — not too light, but not too heavy. Unfortunately, after my first ride, I had to swap out the stock wheels due to a rear wheel issue. The spokes just needed some tightening and I’m no wheelbuilder, so a quick swap with a pair of Easton XC Two 29er wheels from my Kona King Kahuna mated to Kenda Small Block Eight 2.1 tires were used for the majority of the test.

While the stock Continental Mountain King 2.4′s are grippy in wet conditions, they felt a little slow in the hardpack conditions I was riding. So, the switch to the smaller Kenda’s was actually the perfect match. Some may scoff at a 2.1 tire width, but with 29ers, a 2.1 is more like a 2.2-2.3.

Heading out on the trail, it’s always fun to feel the huge difference 29-inch wheels make. On the climbs, you do have to muster a bit more horsepower to keep up with the wheels, but you are rewarded with supreme traction and a smooth, consistent feel. For the most part, the Altitude 29 climbs extremely-well. Long fire roads are efficient and fast and technical singletrack climbs are easily-tackled. Only on occasion did I find the front end wanting to wander and that was only when things were steep and technical. It’s really a minor issue that wasn’t anything different than most bikes in this class.

Where I really enjoyed the Altitude was in its ability to absorb a wide variety of obstacles. It seems that many bikes these days have a difficult time absorbing both small bumps and large hits — not so with the Altitude 29er. I found myself absolutely gliding over pocked trails in big-wheeled bliss. Small bumps are well-dampened and large drops are met with a nice, progressive suspension feel. The SmoothLink suspension isolates pedal and brake forces for consistent and smooth performance void of brake-jack, bobbing and other unwanted suspension-induced distractions.

Handling on the descents was superb as I carved my way down winding singletrack and smoked through switchback corners with speed (a little too much at times). I felt like the bike was very responsive and could track straight through just about anything. At super-slow speeds it did get a little tipsy and I did notice a little bit of wheel flex, but I wasn’t riding the stock wheels, so slight wheel flex may not be an issue with the stock hoops.

Overall, I’m impressed with this bike as a downhill-devouring 29er. To be honest, this is about the max suspension travel I’d like to ride in 29er clothing. Anything more than this and it tends to negate the beauties of riding big wheels. This is an expensive bike in an increasingly-crowded market, but I’m sure it will find its sweet spot.

Good Altitude 29er

• This bike absolutely devours the downhill
• Big wheels roll fast
• Fox F29 fork is super-plush
• Unbelievably-supple in all terrain… excellent small to large hit absorption
• Enjoys being ridden aggressively
• Love the Formula R1 brakes
• Respectably lightweight for what you’re getting

Bad Altitude 29er

• Rear wheel issues (loose spokes, but nothing a quick trip to the shop can’t fix)
• $4k is a little pricey for this bike and puts it more than several more established 29ers in the market
• Ride quality can sometimes feel sluggish on XC-type terrain
• 2.4 tires were overkill for anything but loamy and wet conditions
• Not sure why the F29 fork didn’t have a tapered steerer

Bottom Line: Rocky Mountain Altitude 29er

I had a great time on the Altitude 29 and found it very adept at charging down winding singletrack while remaining extremely-capable of pedaling until your lungs explode. Likely my favorite attribute of the Altitude is its ability to absorb a wide variety of trail obstacles… small bumps were smoothed out and large bumps were met with a progressive, smooth stroke. Bring on the big hoops!

Buy Now: Search for Rocky Mountain Altitude

It turns out that the Slayer will be completely re-launched this Fall for the 2011 model year and will utilize both the Smooth Link suspension and Straight Up geometry for better climbing efficiency. I rode the Altitude 90 RSL at Interbike 2008 and liked it overall, but found it to be a little hesitant on the down. With the launch of the new Slayer line, I’m guessing that the downhill capabilities of the current design will continue one with the new.

UPDATE: Read my 2011 Rocky Mountain Slayer 70 review…

I’ve been able to obtain a few photos of the new design.

2011 Rocky Mountain Slayer Features:

• Patented Smooth Link suspension design
• Straight Up geometry for active climbing
• Rear Travel: 165 mm
• Rear Axle: Shimano E-Thru 142x12mm rear thru-axle
• Tapered head-tube
• E-type front derailleur
• Granny Sandwich (aluminum plate mounted to ISCG tabs) keeps the chain on
• ISCG mounts for chain guide or Hammerschmidt
• Frame Weight: 7.09 lbs (366 grams lighter than current design)
• Rear Shock: Fox RP23 XV Boost Valve shock

Video of 2011 Slayer Production Process

More Info: Visit Bikes.com

The rain held off for Friday afternoon and the sun came out on Saturday, just enough to dry the course a bit for the start of the women’s downhill event. Junior World Cup leader Anais Pajot (Team Sunn) was the first to go below three minutes and 12 seconds in the women’s race, and took the Nissan Hot Seat. Pajot held the top spot for three riders before being displaced by Anita Molcik (Yeti Fox Shox), who was in turn bumped by American Kathy Pruitt. Pruitt was immediately replaced by Canadian Micayla Gatto (Commencal). Gatto, lasted through one finisher before she also had to vacate the lead spot for Celine Gros (Morzine-Avoriaz 74). However, Jonnier was up only two riders later, after an uncharacteristically slow qualifier that had her seeded sixth. The French rider obliterated the rest of the field, becoming the only rider to clock under three minutes. Floriane Pugin (Iron Horse-Kenda-Playbiker) took second, while Japan’s Mio Suemasa was third.

“I’ve been sick all week,” revealed Jonnier “and I had no energy. I was really disappointed with my qualifier, it was the worst that I have had. But the weather changes dried the track out and made it more to my liking. Even so, I was really surprised at how fast my time was.”

Team Maxxis-Rocky Mountain’s Geoff Kabush got the win of his career Sunday winning the Bromont World Cup in a stacked field. Kabush, who is currently tied for the most U.S. series cup wins of all time and has had 8 previous World Cup podium finishes, but until now had never stood at the top of the World Cup podium.

The men’s race began under worse conditions than the women, if that was possible, with officials reducing the distance by one lap to six. The rain and the 50-plus women racers had churned up the mud, making the climb an even harder grind than usual. The mud also began to impact equipment, with most riders experiencing brake failure at some point in the race as brake pads wore away in the gritty mud.

Ralph Näf (Multivan Merida) got off to his usual fast start, and was quickly joined by Absalon, with Kabush steadily making his way up towards the front. Näf dropped back from Absalon on lap two, to be passed by Kabush, who joined the Olympic champion near the top of the climb, just before Absalon broke his chain, putting him out of contention as he lost nearly 40 places before rejoining the race.

Kabush was now alone at the front, with Näf dropping back to a chase group with his team mate Jose Hermida, Florian Vogel (Scott-Swisspower) and Nino Schurter (Scott-Swisspower). Kabush would continue to power away from the chasers to finish over 90 seconds in front of Hermida, with Näf holding on for third ahead of Vogel and Lukas Flückiger (Trek World Team). Both Todd Wells (Specialized Factory Team) in ninth and Adam Craig (Giant) in tenth moved up in the latter half of the race.

Brakes were a problem for many riders, with Näf explaining “in the final lap and a half I started to lose my brakes completely, and trying to ride through the technical parts became very, very dangerous. I had to slow down a lot, and I think otherwise I could have stayed in second. I could not have caught Geoff, because he was so strong today and riding everything so well.”

Hermida, the winner of round one in South Africa, said he also suffered from brake problems, but the timing was more fortuitous. “I was lucky that my brakes stopped working early in the race rather than late, because I stopped then in the technical area and was able to catch people later in the race when their brakes failed.”

“To win here, in my own country, it still hasn’t sunk in,” said Kabush. “I knew I was riding well, after finishing third a week earlier, and this course really suited me, so I was confident that I could go head to head with Julien. It’s too bad that he broke his chain, because I am still confident that I could have ridden against him. I didn’t have any of the mechanical problems the other riders were having, so I really have to thank my team and the mechanics. I went with the hardtail and the mud tires, and I was able to ride everything with no problems. This win is the biggest of my career, because with Julien so strong, for anyone to win a World Cup is very hard. This just shows that it can be done.”

A few millimeters and this bike would infringe on Specialized’s patent, but as it is, it’s clearly in Rocky’s court. Now that all the hubbub over pivot location is out of the way, we can get on with how this bike rides. A long lap in the desert and I was able to get a good taste for how this bike will perform.

About the 2009 Rocky Mountain Altitude 90 RSL

This is the top-of-the-line full-carbon model with all the goodies. Though the 90 RSL isn’t cheap, $6499 for a full-carbon trailbike equipped like this is a great deal. Aside from the linkage location, the other major feature of the Altitude lineup is the modified geometry called “Straight Up“, which puts your body-weight more forward on the bike than the competition. The result? You can stay right in the middle of the saddle on technical climbs instead of riding the nose.

The Altitude RSL model marks a huge change for Rocky in their mountain bike lineup. It’s the first full-suspension carbon-fiber bike they’ve produced and it replaces the popular ETSX models in the lineup. With a balanced 140mm travel front and rear, the Altitude 90 RSL is built to ride all day long in any condition you can throw its way.

Here’s a few more specs:

• 140mm rear travel via custom-tuned Fox RP23 rear shock
• Fox 32 Float RLC 140mm fork with 15QR front axle (15mm is awesome)
• RaceFace Deus/Next cockpit and cranks (carbon and aluminum mix)
• Shimano XTR drivetrain (XT front derailleur and cassette)
• Mavic Crossmax XLR wheelset – very nice!
• FSA Orbit CS headset
• Formula R1 discs
• Crank Brothers Candy pedals
• 76-degree seat tube angle
• 69-degree head tube angle
• 5.5 lb. carbon frame / 26 lbs as built
• MSRP: $6499

Rocky Mountain Altitude 90 RSL Review

A quick pass by the Rocky Mountain booth at the Interbike Outdoor Demo yielded just the bike I wanted to ride–the top-of-the-line Altitude 90 RSL. Local sales rep, Derek Newton had set it aside just for me. When I got there, the engineer behind the Altitude lineup, D’Arcy O’Connor was there to give me a personalized run-down of all the technology behind this new bike.

He walked me through the strategic use of carbon throughout the frame and the sweet-looking tube designs that make up the Altitude. Looking over the frame, with it’s internal cable routing and smooth transitions, it looks absolutely gorgeous. The carbon-fiber keeps the weight down and provides riding characteristics found only with this material.

With “Straight Up” geometry that puts your body in the perfect climbing position to maximize traction and ergonomics and a suspension design that is just millimeters away from the fabled Horst-Link (clearly within Rocky’s ETS patent), this bike was begging to be ridden hard.

After slipping out of Tent City, the destination was up and away from the crowds. This would take us on a long loop due south of Bootleg Canyon in the beat-down desert heat of the Nevada desert. We’d take Mother to IMBA, then back to Mother and out via West Leg. This loop was a great place to test the climbing prowess of the Altitude. I could instantly feel the added power provided by the “Straight Up” geometry. With my butt smack-dab in the middle of the saddle, I could climb all the technical stuff that was thrown my way. Only once did I find the need to scoot forward to keep the front-end down.

This bike will not be the one holding you back on long, technical climbs and will climb as straight as an arrow with no energy-robbing front-end wander.

On cross-country terrain, the efficient suspension kept things rolling smoothly and efficiently with just the right amount of squish to keep your body happy. Pedal strokes are efficient and the suspension feels completely solid with excellent lateral stiffness for straight tracking.

Going down, the Altitude was pretty confident overall, but not quite the descender I’ve come to expect from other bikes in Rocky’s lineup. In the 140mm travel category, there is an array of styles to suit riders of all tastes. This one happens to be the best climber of the bunch and felt like an adequate descender, but not sled-like. I think a 150mm travel fork would slacken things just enough to make this bike even better–but that might void your warranty (so, don’t say you heard it from me).

Good Altitude

• Amazing climber… one of the best in this category
• Active suspension in all conditions
• Super light at 25.9 lbs.
• Full-carbon frame (everything but the chainstays) smooths out the little stuff
• This bike looks sexy
• Cool, direct-mount front derailleur simplifies setup
• Awesome build kit
• Excellent price for a full-carbon trailbike

Bad Altitude

• Not a downhill sled, but still capable
• A little carbon chatter here and there (this bike was a prototype, so the chatter should be fixed for production)
• Tires are a little narrow
• The stock grips should be pitched

The Bottom Line on the Rocky Mountain Altitude 90 RSL

This bike had a lot of hype surrounding it prior to Interbike and I was excited to swing a leg over it. The “Straight Up” geometry is awesome–putting you firmly in control of the climbs. As a result, this bike climbs amazingly-well. The carbon-equipped RSL 90 is a smooth performer overall, but it is just a tad more twitchy on the downhill than others in this category. For the elite marathon or all-day epic rider, the Altitude RSL 90 will take you higher.

Buy Now: Visit Bikes.com to Find a Local Dealer

Miles of trails wind through Bootleg Canyon with plenty of options for DH, freeride and epic trail rides. It’s not quite buffed-out Utah singletrack, but it will definitely do in a pinch. Day one has come and gone and between Kendall and myself, we’ve got a quick take on 9 new bikes coming your way in the next few days.  Here’s a quick take on some of the sweetest trail bikes on the market for 2009 (well, some are on the market now). More detailed reviews to follow… stay tuned.

2009 Niner RIP 9

Niner did a great job of keeping this bike a secret. Utilizing the best innovations from the new WFO 9, the 2009 Niner RIP 9 is the real deal. Everything but the seat tube is changed and all for the better. I flogged the 2008 RIP 9 all summer long and absolutely loved it, but a quick ride on the 2009 version and I’m in love.

Read my full 2009 Niner RIP 9 review >>

2009 Kona Hei Hei 2-9

Not to be outdone in the 29-er world, Kona is coming on strong with their own big wheeler. This bike was one of the most surprising bikes of the day… very impressive!

Read my full 2009 Kona Hei Hei 2-9 29er review >>

2009 Rocky Mountain Altitude 90 RSL

A full-carbon beauty of a trailbike from Rocky Mountain, this bike changes the game in both suspension and geometry design. Definitely one of the most buzzworthy bikes of the test, but does it live up to the hype?

Read my Rocky Mountain Altitude 90 RSL review >>

2009 Pivot Mach 5

I’ve spent the better part of the past year trying to get saddle time on the Pivot Mach 5 trailbike. After an hour in the saddle, It was worth the wait–this bike is a thing of beauty!

2009 Ibis Mojo

This is one of the most sought-after trailbikes on the market and rightly-so. With nearly 1000 Ibis Mojo frames on backorder, the wait-time is long, but it will definitely be worth standing in line for.

My partner-in-crime, Kendall Card also rode… more pics coming soon!

• Pivot Mach 429
• Intense Spyder 29
• Turner Sultan
• Kona CoilAir

At least 4 more bikes to ride tomorrow. Gotta love the Outdoor Demo!

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

Rocky Mountain Bicycles is a mid-sized bike manufacturer out of British Columbia, Canada that has been turning out quality, near-custom rides for over 21 years. At Rocky, they build dependable and durable bikes built to withstand both North Shore abuse and the non-abuse of the average consumer. Something that stands out at Rocky Mountain is that everyone at the company takes deep personal pride in every bike that leaves their factory. So much so, they stamp every frame with the words “Built in Canada.”

Rocky Mountain Bicycles are not made or manufactured–they are “Built.”

Finishing touches like impeccable powder-coat paint, Easton aluminum tubing, handbuilt wheelsets and up to a 5-year frame warranty on full-suspension and hardtail aluminum models.

As the premier sponsor of the last four videos in the Kranked series from Radical Films, you’ve seen the Rocky Mountain RM6, RM7, RM9 DH, Pipeline and Element DH bikes tested on Vancouver’s North Shore and throughout the World. Their bikes are serious machines, typically weighing more than comparable rides, but definitely more durable.

For 2001, my personal steed was the 2001 Rocky Mountain Edge. I chose the Edge instead of the identical Slayer because I was going to custom-build the bike anyway, so the Edge came in at a lower price-point for the identical frame and shock.

Rocky Mountain Edge On The Trail

At first glance, the bike looks intimidating–with the moto-style riser bars, slick black paint job and a solid-looking frame. My first spin on the Edge was mixed. I liked the rear suspension… very supple and active. But the Z1 seemed really soft to me. So much so that I felt I was going to endo or bottom it out with every obstacle.

I felt no bob when climbing and the suspension was much more supple than the Element Race I had ridden the year before. I was sold on the frame, but getting used to the sensitivity of the Marzocchi Z1 took some time. My previous bike had a Manitou X-Vert which isn’t nearly as supple as the Z1.

I asked around and everyone I talked to said to give myself some time to get used the fork, but once you’re used to how it reacts, you’ll be amazed. After a couple of rides, I really loved the supple feel and instant tracking offered by the super-stiff QR20 thru-axle.

The Edge climbs exceptionally well for a 35-pound bike. By no means can I keep up with XC geeks, but I don’t feel myself lagging on long ascents. I’ve become all-to-familiar with the granny gear, but it all pays off when descending.

The Rocky Mountain 3D-Link rear suspension is a proven design that’s been used by Rocky for over 5 years. It soaks up small and large bumbs equally well and remains active with no noticeable brake jack or lockup.

Overall, this bike is a true trailbike with the ability to take you to the top of the hill without keeling over, but delivering the goods when pointed downhill.

The Bottom Line on the Rocky Mountain Edge

Overall, this bike is excellent for a modest freerider who wants a bike that will climb up anything and still descend with confidence. This is a great trailbike that inspires confidence all over the trail. If you get off course, this bike will handle it until you get back on top of it.

If you’re looking for a great XC/Freeride machine that can do it all comfortably, this is the bike for you. If you’re looking for a full-on DH bulldozer, look elsewhere as this frame isn’t quite beefy enough to handle hard-core DH riding and big drops.

For 2002, the Slayer gets a Fox Float RL to differentiate it from the Edge. Also for 2002, the Edge gets new colors, new Shimano parts spec and Titec Hellbent risers (goodbye Rocky boomerangs!).

Buy Now: Search for Rocky Mountain Bikes