When Rocky Mountain released its completely overhauled Altitude earlier this year, it reflected a much clearer sense of purpose than the outgoing model. While the older generation was fast (and successful), it had a the appearance of a trail bike adapted to be a longer-travel, slacker bike. In the best way possible, the new Altitude looks, and rides, like nothing else in Rocky Mountainβs current line-up.
Read on to find out what makes the Altitude stand out and how it performs across all the possible new settings.
New Altitude, revived suspension design
To say the Altitude looks nothing like anything in Rocky Mountainβs current lineup leans heavily on the word βcurrent.β The Altitude is built around the brands Low Centre Counter RotatingΒ LC2R suspension platform. Itβs Rockyβs version of a virtual pivot point suspension design that, as its name would suggest, positions most of the suspension platform around the bottom bracket area. It uses, again, as the name suggests, counter rotating links to tune the suspension to Rockyβs needs. That delivers 160-mm of rear wheel travel which is paired with a 170mm fork. The bike rolls on 29β³ wheels stock (except size small, itβs 27.5β³) but has the option to run mixed wheels (again, except the size small).
Penalty Box 2.0 in-frame storage
A revamped and revived suspension platform isnβt the only thing Rocky uses to elevate the Altitude, though. The carbon fibre models come with the Penalty Box 2.0 in-frame storage compartment. With two storage bags included, the generous compartment has enough room to fit most of the Maple Leafs and Canadiens in one Penalty Box while still keeping them separated. Or tools, a tube and snacks, your choice.
On top of Rockyβs long-running, recently simplified Ride-4 geometry flip-chip, the Altitude also gets a new reach adjust headset. There are three positions (neutral, +/- 5mm) to choose from. Another flip chip in the rear suspension linkage also allows riders to switch to a MX (29β³ front, 27.5β³ rear) set-up.
On the trail
On the trail, the Altitude is really well-balanced. The LC2R suspension does a great job of keeping the bike floating in the sweet spot of its travel. That makes this bike really easy to get comfortable on and, then, to get comfortable pushing your limits on. From the first ride, I was happily hitting lines that still cause me some hesitation on lesser bikes. But the Altitude does this, again, through balance instead of muting the trail like some heavier or high-pivot bikes do.Β Thereβs still support to pump, pop and push through corners without feeling jarring on small stuttery bumps or harsh on anything but the biggest hits.
All this makes it fun to throw the Altitude around on the trail, and it is light enough to do so. That also helps this Rocky stay nimble in slower speed tech than some burlier bikes. The Altitude is a bit less lively when the trail mellows out, as you might expect from an enduro race bike, but Iβll get into that a bit more below.
Impressively, all this holds true with the bike set up with mixed wheels and through the range of possible settings. Changing reach, Ride-4 or wheel size obviously has an effect on how the bike handles. But there wasnβt any settings that just didnβt feel like it worked out. Thatβs not always true of bikes with a wide range of adjustments. That meanβs the 24 possible setting combinations are all within the usable range. But the Altitude is also really solid in the stock/neutral settings, if you just want to get out and ride.
A couple of issues
While riding the Altitude is a great experience, there are a couple issues with the new bike. Both are potentially avoidable, in different ways.
First up, the main pivot on our test bike had a way of working loose. Rocky includes the special tool needed to tighten it back up, which is great, but doing so requires a bit of work. Specifically, removing the driveside crank and bottom bracket. Rocky says the first round of sample bikes were shipped without any thread-lock on the link, and applying a generous amount to the pivot threads (and giving it time to set) resolved the issue for me. But still worth flagging for any home mechanics out there.
The Penalty Box 2.0 is a mixed experience. Itβs generous in size, reasonably smoothly integrated into the frame and solid. The latch, though, was easy to bump open when not running a water bottle cage. Enough so, that I lost it in the woods once. Usually the sequence was to bump it with a knee pad while climbing and not notice, then start bouncing down a descent. Putting a water bottle cage on seems to fix this but itβd be better if this just wasnβt a problem to start with. The Penalty Box lid does include a secret AirTag compartment, though, which is a cool touch. Thereβs DIY ways to attach one, but having it integrated into your bike is the sneakiest way possible.
A couple of really good things
The reach adjust headset and Ride-4, though, I canβt say enough good things about. Rocky moved from a 9-position double-flip-chip to the simplified Ride-4 recently and I think itβs a great move. Itβs easier to understand, to change settings and to feel the differences on trail.
With Ride-4 taking care of suspension progression and changes to head angle / seat angle, the headset is free to adjust reach independently. A lot of brands are using adjustable headsets now, but itβs usually to adjust head angle. This requires trade-offs as making the bike slacker also makes the reach shorter when that is, generally speaking, the opposite of what you want. Having the reach independently adjustable allows riders to tune for ride feel (long for faster tracks, shorter for slower, more technical riding) and for fit. With the 15-mm reach range for each size, long, straight seat tubes and the Altitudeβs low standover, Rocky Mountain more effectively achieves what several other brands are trying to accomplish with numbered (or βSβ) sizing in place of traditional S-XL sizing, giving riders more room to choose their size by reach.
Rocky includes Cush Core Trail pre-installed in both wheels, which is a great touch. DD casing is also appropriate for a race bike, versus the lighter EXO+ casing some brandβs spec to save weight.
An interesting question of spec, and trust in consumers
I had an interesting experience while testing the Altitude where, just a day or two after it was released, I was talking to someone on the trail who asked how it climbed and mentioned theyβd heard it was sluggish. Iβd actually been quite happy with how it was climbing. Maybe not compared to a lighter big bike, like the Evil Wreckoning. But compared to a big high-pivot bike Iβd been slogging up hills, the Altitude was quite comfortable to gain elevation on.
Then I switched out the rear wheel for a 27.5β³ to try it in mullet mode. The only wheel I had at the time was a carbon fibre hoop with no insert. This was an upgrade, moving from Race Face AR30 rims and a DT 370 hub to a carbon fibre hoop, but a downgrade in tire casing. It totally changed how the Altitude rode, up and down.
Rock Shox Zeb Select+ is impressive. And MaxxGrip Assegai keeps the Altitude moving in any direction you want it to.
Rocky specs the Altitude like it should be to race, which makes sense as it is the brandβs enduro race bike. A DD casing Maxxis Minion DHR II out back and a 2.5β³ Maxxis Assegai MaxxGrip tire up front, both supported by CushCore Trail inserts, are designed for unshakable traction and durability, not climbing efficiency. Switching to a lighter casing tire with no insert made the Altitude feel spry for a big bike, though the obvious trade-off is less protection and traction (and so less speed) on the descents.
So, props to Rocky Mountain for specing the Altitude like it should be raced, not the way that it would look lightest on a stats sheet. Certain internet forums always complain about bad tire spec on stock builds. Rocky stepped up to spec tough tires and CushCore from the word go. That, in theory, saves you several hundred dollars in re-fitting your bike to race-mode. Even if it βfeelsβ slower than some showroom-floor bikes with flimsy tires and no inserts.
On the other end of things, the DT 370 hub, with its 18-T ratchet, has painfully slow engagement.
Mullet mode
If youβre not racing, though, running the Altitude in mullet mode, and with a lighter tire and casing, really showed what this bike is capable beyond going fast. With the heavier tires and wheel, the Altitude can be a bear to power back up to speed if you lose momentum on the descents. With the lighter setup, and smaller rear wheel, that trait disappeared. It becomes snappier and more playful and positively zesty in corners. If youβre looking for one bike that will serve as a race bike and, with some small changes, also stand up to occasional bike park days and fun laps, the Altitude could be the ticket.
Final word: Rocky Mountain Altitude C70
Rocky Mountain reinvents the Altitude as an enduro race bike that makes going fast comfortable. But it does so in a way that doesnβt mean sacrificing trail feel, the thrill and the fun of going fast. While the C70 model doesnβt come with the flashiest or fastest wheels, it is a race-ready bike out of the box. With a wide range of usable adjustments, itβs ready to race any course or adapt to any riding style.
Rocky Mountain took a risk by completely revamping the Altitudeβs winning design and by bringing back the LC2R platform. The changes reflect the way riding is evolving. I was immediately confident taking the Altitude down the hardest, steepest trails Iβm comfortable riding. The bike let me push myself to ride faster and gave me freedom to play around more on the trail, which is what a good enduro rig should do.
Rocky Mountain Altitude C70 retails for $8,899.00. It comes in the tested black/matte black colour or a blue/green version and in sizes small (27.5β³ wheels) and M to XL (29β³ wheels).
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