Rocky Mountain Altitude 790 MSL Review
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Rocky Mountain pulled out all the stops when it designed the 2013 Altitude. Followers of the brand will attest that the pioneer BC bike maker has stepped up its game with a wave of innovations, many of which challenge conventional mountain bike design – and the top-of-the-range Altitude 790 is a showcase for almost every one of them. The heart of the Attitude 790 is a 150-millimeter-travel, lightweight carbon frame with a true four-bar suspension configuration and up-to-the-moment geometry that is specifically designed around 650B wheels. Our medium-sized test bike weighed 27.1 pounds (12.32 kg). Altitude 790’s are powered by a SRAM X.0 two-by-ten drivetrain and suspended by a Kashima-coated Fox 34 CTD fork and shock. To ensure maximum versatility on trail, the Fox CTD shock is equipped with a handlebar remote and Rocky Mountain specs a RockShox Reverb dropper seatpost. Further adjustability comes in the form of Rocky Mountain’s unique, nine-position chip at the upper shock mount which can be used to fine tune both the frame’s geometry and its suspension rate. Altitude 790s pack a lot of hardware, but with a dash of tasteful frame design and some internal cable routing, Rocky Mountain manages to package all those goodies, and a few we have yet to mention, into a sharp-looking XC trailbike – and they make one to fit almost every rider, with X-small, small, medium, large and X-large models, ready to rock for $ 6900, or a frame and shock only for $2800. FYI: Aluminum Altitudes start at $2850.
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 Rocky Mountain was an early adopter of 650B and the Altitude 790 MSL is one of the first designs from a major player to be tuned from the ground up to maximize the benefits of the mid-sized wheel rather than to mimic the attributes of its established 26 or 29-inch rivals. |
Altitude 790 Construction
Carbon Altitude frames are built using a semi-rigid foam mandrel that is molded to be very close to the final shape of the part. This system allows precise control of the layering process, because the mandrel keeps the many strips of tape-like uni-directional carbon in position during the curing stage better than the rubbery bladders that are most commonly used. When finished, Altitude frames are almost as smooth inside the structure as they are on the outside. Rocky Mountain’s creative marketing staff calls this ‘Smoothwall’ construction.
Cables and hoses are tucked quickly out of sight near the tapered head tube, with the lone exception being the rear brake hose - presumably because routing it through the rear frame members would be an unnecessary complication for both amateur and pro mechanics. Nice touches also appear in the form of a stainless steel grind-guard on the right chainstay, and a rubber boot over the seatpost clamp to ward off mud and crud thrown up by the rear tire. Chainguide users will be happy to find ISCG tabs on the Altitude’s press-fit type bottom bracket shell and for those who prefer a front mech, Rocky Mountain integrated the front derailleur mount into the left side of the swingarm, so that the cage will follow the chain as the suspension moves through its travel.
Straight Up Geometry
‘Straight-up’ geometry is Rocky’s term for its choice of a steep seat-tube angle for its longer-travel trail and all-mountain bikes. The reasoning is to compensate for the natural tendency for the front section of the frame to sag rearward into the suspension travel while climbing. Depending upon where its Ride-9 suspension chip is positioned, the Altitude 790’s seat angle sits roughly between 74 and 75 degrees. Reportedly, while climbing, this results in an optimum 73-degree effective seat angle. Of course, the reverse occurs when descending, so the 790’s head angle was slackened by a degree to keep the front wheel well ahead of the rider’s center of mass down the steeps. Once again, depending upon how the pair of interlocking rectangles of Rocky’s Ride-9 chip is positioned, the Altitude’s head angle can be between 68.34 or 66.62 degrees.
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Rear Suspension
Rocky Mountain’s design team put together a four-bar rear suspension design that is optimized for fast-paced, aggressive trail riding. The unusually configured forged-aluminum rocker link generates a shock rate that gradually rises in a linear fashion throughout the entire stroke. Reportedly, this gives the Altitude a smoother feel in the mid-stroke with enough boost in the suspension’s end stroke to soften large events without bottoming.
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| (Clockwise) Rocky's Ride-9 chip at the upper shock mount can tune the suspension rate or the bike's geometry - or both. The Altitude's long, unbraced seat stays may have contributed some lateral flex during large events. A rubber boot protects the seat post and frame from ingesting muck. Suspension pivots use sealed, conical bushings that are preloaded slightly to eliminate free play. |
The rear axle is moved to the seat stays to keep the suspension active enough to follow the terrain while climbing or accelerating, and the four-bar design provides an instant center slightly above the small chainring to give a measure of anti-squat and pedaling firmness. The Altitude’s true four-bar arrangement also uncouples braking forces from the suspension action. All said, the 790’s suspension seems to be biased towards optimized performance in the rough and sharp handling, which suggests that the inclusion of the Fox Remote CTD shock is insurance for riders who demand specific levels of pedaling firmness.
Bushings are normally bad things when mentioned in the context of mountain bike suspension design. It is with great interest then, that we break the news that Rocky Mountain uses plastic bushings in every pivot location of the Altitude’s rear suspension. Rocky calls the system, ‘ABC Concept’ and it has reportedly been hugely successful for them on both all-mountain and XC rear suspension designs. Two hat-shaped bushing with special tapered profiles are preloaded by the patented interface at each pivot location. ABC pivots are said to be easy to clean and lubricate, and do not create unwanted play in the suspension as they wear, like ball bearings often do. We were interested to see if those claims proved true – and if the ABC system developed squeaks like so many bushing systems have in the past,
Altitude 790 Key Components
Components were well chosen for the rowdy side of trail riding, with Schwalbe’s grippy 2.35-inch Nobby Nic tires on Rocky Mountain spec DT Swiss wheels leading the procession. While common to the 150-millimeter trailbike class, it’s tough to beat the Fox Float 34 CTD fork paired with the Altitude’s custom-tuned CTD Remote shock. Avid X.0 brakes with 180-millimeter rotors were a good choice – with smooth stopping action and Matchmaker handlebar clamps to integrate the shift levers and the Reverb remote button.
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| Avid X.0 brake levers nest well with the Fox CTD Remote lever (left) and its Matchmaker X handlebar clamps seamlessly integrate the shift-lever pods and the Reverb dropper control. |
SRAM’s X.0 drivetrain has been unfairly relegated to the choir by XXI, but it should be a star. X.0’s single-ring-convertible carbon crankset features a 24 x 36 chainring combination that is sweet for steep trail work in both directions, while its Type 2 clutch-equipped rear derailleur keeps the drivetrain in control over the bumps. On the subject of control, Rocky picked Race Face for the cockpit – a 725-millimeter Six C carbon bar clamped to a 60-millimeter aluminum Turbine stem. Over all, the Altitude 790 has a sweet build, one that watches every penny of its MSRP, while managing to deliver uncompromised performance where it counts most.
|  The Altitude 790's component selection is well matched for its role as a trail shredder. It has a precise feel in the cockpit, and by using its remote dropper and shock controls, we could carry a lot of speed in every situation. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Two views of the Altitude 790's direct-mount derailleur system. The SRAM X.0 changer is attached to the swingarm so the cage will follow the chain precisely as the suspension compresses. |
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 | ...it seems that the Altitude was designed from the start to be a tool, crafted with just the right ergonomics and accessories to become a powerful extension of a trail rider's skillset. |
Attractive as the Altitude 790 appears when it first catches your eye, few will fall in love with it on the first date. Spend some quality time with it, though, and you will be rewarded. Those unfamiliar with the steep seat angle will probably wrestle with saddle adjustments because initially, it feels wrong. The bike’s front-center feels too short and the saddle seems a centimeter too high. However helpful it may prove to be, the fact that Rocky’s Ride 9 suspension adjustment offers eight options other than the one that it came set up with tends to cloud one’s initial suspension tune with doubt. Fortunately, Rocky offers a simple, interactive graphic that can point you to the best option for your weight and riding style. Our selection gave the Altitude a 66.62-degree head angle, a 10.27-millimeter bottom bracket drop (significantly below the bike’s axle line) and a 73.62-degree seat angle. Further experiments proved that we hit it right the first time.
Setting up the Altitude’s Fox suspension required no such magic. We set the spring pressure to achieve 25-percent sag for both the fork and the shock, turned in a slight amount of low-speed rebound damping, and were good to go. The only time we needed to alter the suspension tune was when we sessioned a series of jumps – which required a bit more air pressure and a bi-lateral switch to ‘Trail’ on the CTD options to increase bottom-out resistance.
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| Harold Preston boulder hops the Altitude down one of San Diego's newest trails. Rocky Mountain's Northwest heritage may explain the bike's talent for technical riding. |
Roll out on the Altitude for the first time and it will feel a lot like a long-travel XC bike, with a light, easy-to-accelerate feel at the cranks and a nimble steering front end. We would soon discover the merits of Rocky’s Straight Up geometry, but the forward feeling cockpit felt spooky until we reached the first ascent. Climbs, however steep, rarely challenge the rider and never the bike. The Altitude’s rear suspension glues the Schwalbe tire to the ground, while as promised; the saddle rocks rearward to give the rider near-perfect climbing posture over the bike to maximize power delivery. The 790’s geometry keeps the front end properly weighted and it tracks wonderfully, even up technically challenging steeps. We learned to keep pedaling, regardless of how desperate the situation seemed, and let the Altitude figure its way to the top of the climb.
Technically, the Altitude proved to be very capable, but it doesn’t exude confidence like a super-slack all-mountain bike. For one thing, it feels too lightweight and nimble to be at home in technical dirt, and its forward feeling frame numbers suggest bad things may happen. Test the bike down some steep chutes and push it hard through a series of turns, however, and you will then realize that the Altitude can be trusted to go over, down and around some crazy stuff. Jump out of the saddle and the Altitude springs alive, with a balanced, fore/aft feel that makes it a pleasure to bob and weave through the boulders of the local trail networks.
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| Test riders all remarked that the Altitude was a very good climber. The front wheel stays put, so there is always ample control and traction is never an issue. Keep the cranks turning and the The 790 will claw its way up almost anything. |
Rocky Mountain does not classify its Altitude as burly AM/Enduro class machine and we discovered some lateral flex in the rear stays when we pushed the bike to its limits. We first discovered that we could flex the rear end while landing hard to flat into a slight corner from a boulder drop. The drop, though not severe, creates a perfect storm for testing a bike’s lateral rigidity and to be honest, some tough AM bikes have fared badly there. The 790’s rear end also felt a little flexible, however, on a fast downhill section of rock-cobbled turns, where the bike was forced to drift over and between imbedded stones. We speculate that the origin of the flex is the lengthy run of the Altitude’s seat stay struts - from the dropouts to the shock - without the reinforcement of a cross brace.
We are going to bet that Altitude riders will happily forgive a little frame flex in exchange for brilliant cornering in all realms of its performance window – an admonishment that comes easily after one learns to use the RockShox Reverb dropper post to enhance the bike’s high-speed shredability. Dropping the post about one third of its stroke brings the bike’s handling to a different level without making short sit-down pedaling sections hard work.
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| Drop the saddle an inch and the Altitude simply rips the turns. The lean angle feels about the same as a top-handling 26-inch chassis, but the Rocky gets around the corners noticeably quicker. |
Overall, we give the Altitude high marks for all aspects of its performance. We have purposely left the fact that it is built around mid-size, 27.5-inch wheels out of the review until this point to showcase what the 790 brings to the table. Two aspects of the larger wheel format jump out from this test. Better roll-over, in addition to the bike’s steeper seat angle, help to make it one of the best technical climbers we have tested in a long spell. Perhaps, more influential, however, is the ten-millimeter bottom bracket drop that is created by the 650B wheel axles being higher in relation to the crank axle. We also attribute this relationship to the Altitude’s uncanny ability to rip tight corners and to roll out of vertical drops that should have been awaiting disasters.
Much of what we liked about the Altitude is a product of its bomb-proof component selection. Rocky pulls out the checkbook for the most important items like Fox suspension, the Reverb Stealth dropper and Race Face controls – and saves its customer over a thousand dollars by choosing SRAM’s uber-capable X.0 brakes and drivetrain components over the highly touted XXI ensemble. Every part chosen for the 790 is a PB favorite. Every part fits the Altitude’s role as a fast-paced trail bike.
Technical Performance Notes
• ABC bushing system: Good – no squeaks, no wobbles, no loose pivot bolts, but the jury will be out for a final vote after an entire riding season goes by.
• RockShox Reverb Stealth dropper post: Good – still the best dropper made, and the internal hose routing keeps the bike clean looking and easier to service.
• X.0 two-by drivetrain: Good – sensible gear range with positive chain control from the rear derailleur’s Type 2 clutch. Bad – still managed to toss the chain twice and the rear derailleur’s push-button spring-tension release is a bit of a joke.
• Fox Float CTD Remote shock: Good – cry foul if you are a hater, but the CTD remote works wonders for the Altitude, boosting its already good climbing performance in Trail mode, and making long road rides tolerable in Climb mode. Bad – When Fox adds CTD Remote to the Float shock, the adjustable compression feature of the standard CTD shock is lost.
• Avid X.0 brakes: Good – smooth and sensitive modulation is wonderful when easing the Altitude down sketchy descents. Bad – the lever’s reach-adjust dial scrapes against the grip’s locking rings and ultimate braking power was less than impressive. (Rocky lists the more powerful four-piston 'Trail' caliper in its specifications.)
• Schwalbe Nobby Nic tires: Good – wonderful grip in all conditions, especially in the 650B 2.35-inch size. Bad – the tread lasts about as long as good alcohol at a BC party
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| Rocky's Altitude 790 is not entirely about peak performance - a 27-pound, 150-millimeter-travel bike that handles as wonderfully as this one will make every landscape begin to feel like a playground. |
Pinkbike's take:
| Rocky Mountain aptly pegs its Altitude 790 as its premier trailbike, and we could not craft a better description for its performance. The Altitude is the all-day-long, go anywhere, try anything bike that so many bike brands aspire to create. What may have led to the successful attainment of this goal is that Rocky's team stepped out of the box a little when they penned the design. Rather than trying for an incrementally better trailbike, it seems that the Altitude was designed from the start to be a tool, crafted with just the right ergonomics and accessories to become a powerful extension of a trail rider's skillset. If the frame was beefed up to flourish in the realm of all mountain, it would lose much of its climbing ability. If its steering was any slacker, or its wheels were larger, it would drive through the mountains instead of dance. By design or otherwise, the Altitude's component selection, frame numbers, suspension design and wheel size provide just the right tool at just the right moment. - RC |
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Bring on the past!!
650b is where things are happening fast right now, so I definitely see the point in testing different brands take on how the ultimate 650b bike should be.
As for the pice: There are usually some mid-range bikes in the mix as well (or a cheaper model of the tested bike), but you have to accept the fact that Pinkbike is a place for enthusiasts. I don't come here to read about the bikes, components and gear that I can test for myself at one of the local shops. I come to read about the cutting-edge stuff that I want on my next bike and stay updated on the latest technology.
If you want to see something tested, step up with your wallet and buy it and send it to the magazine for testing. Otherwise stop complaining.
LOL of the year. These tests are nearly as funny as MBA's. 26" and 650b are so close in size that the factors that separate cornering performance are the same. Tires, geometry, and suspension. Making ridiculous statements like that puts any review firmly in the fiction camp.
Everyone knows 650b is pure marketing forced on us by an industry that wants to sell more bikes.
27.5" simply makes a lot of sense in the AM/Enduro Segment, such as 29ers have a lot of sense in flat wide open roads, ever try pedalling with unfit friends who ride 29ers, while your super fit legst try to keep up with them in your 26er?
I personally dislike 29ers because of their aesthetics, they look down right ugly in my eyes, and I would not buy one unless I am riding XC marathons, since I am not the spandex type, 27.5 simply makes sense, better rolling, same geometry as my 26er, hit tight technical trails, or even venture into some xc races...
As for DH, I do believe 26 is the golden ticket and should remain that way.
That's where you going wrong. A 29" trail bike with good geo rides more like a DH bike than a 26" or 650b ever will.
Norco feels strongly enough about the performance of 27.5 and 29 that they no longer make a 26 for anything but DH--and they are testing a 27.5 DH sled, too. Rocky is currently following that same path, and Giant is also making steps in that direction. Specialized has stated that they never will go 27.5, but I suspect that will change in short order. Trek has been very quiet about 27.5, but I'm certain we'll hear something from them in that regard very soon, too--they've been quiet for far too long...
In short, you can resist the changes coming, but why? If the bike rides well and puts a grin on your face, who really cares what size the wheels are? Hate if you want, but face it: in two years you'll be wondering what all the fuss was about.
Is it really? I don't know a single rider that owns or wants one, I have never seen one on a trail and according to the 6 bike shops in my local area only 1 has had a single enquiry about a 650B.
It's only "happening" because the MTB industry wants it to happen, so they pay/tell MTB magazines and websites to tell us they are happening. Which makes a complete mockery of the bikes we are riding from the same manufacturers that were "happening" just 12 months ago.
As far as I can see, in the real world 650b is only a virtual reality.
Oh and Willie1. You really should try a good 29" if you're so impressed by 650b.
Agreed. Nobody learns anything. They just stick to the same old arguments without critical thinking.
If that bike can be the future, with so many riders throwing legs over them every day, then I don't doubt a 650b can do it. In fact I am excited for 650b. I want to take one through my local trails. The sooner scott and giant get them out the sooner my local shop will do a demo and I can give them a roll.
I love my 26" rig, but has anyone thought that maybe 26" was never the best size for the job? If 650b is marginally better at it then we should move to it. it is kind of like voting for a third party in the US. Everyone say's: yeah I like them better, but I won't vote for them because they can never win". The only reason the current system keeps rolling is momentum. Bring me a Norco Range killer b and I will try it!
If its from the the April Fools issue of MBA...well congrats on being a fool. Because that's the only place its been reported as such.
Anyway the facts are.
ETRTO for each size: 26″ = 559mm, 650b = 584mm, 29″ = 622mm.
(25mm larger than 26", 38mm smaller than 29")
Hardly in between is it?
jgreermalkin. What do you think it's about then? If you don't realise the distance that matters is axle to contact patch you're lost. Tell me what you think the biggest advantage of larger wheels is? Go on I'm curious. Then we'll see who the idiot is.
Apparently you don't. Because the 25mm difference is the minimum difference in tire diameters. It doesn't affect the maximums all that much though. Do you even know what "in between" means in the English language. Never has 650B been described as being exactly in between 26ers and 29ers in terms of wheel sizes. But in practical terms of tire diameters when inflated and riding around, any number in between two other others, is still In BETWEEN them. And the physical smallest 650B off-road tire, the Pacenti Quasimoto 2.0, is 27.2" inflated diameter (which I own and use myself)... and its smaller than the Racing Ralph 2.25s (which I also own myself) which is itself smaller than the Nobby Nic 2.35 pretty obviously proves that you are an idiot troll and not worth responding to further.
Of course I need to trying it to be sure.
www.youtube.com/watch?v=WdrskvNzPTE
s7d4.scene7.com/is/image/TrekBicycleProducts/98526?wid=492&hei=360&fit=fit,1&fmt=jpg&qlt=80,1&op_usm=0,0,0,0&iccEmbed=0
s7d4.scene7.com/is/image/TrekBicycleProducts/20743?wid=492&hei=360&fit=fit,1&fmt=jpg&qlt=80,1&op_usm=0,0,0,0&iccEmbed=0
We know it does not matter what we think, but ranting is purdy fun.
To all those 29er-whiners, people want to see the new bling, because it's a good indicator of what's coming down the pipe to the lower end models. If you don't want to read about a 650b or 29ers, then simply don't read the review and stick with the 26er reviews. Is there a gun to your head forcing you to read it? Didn't think so.
XX1?
Carbon rims? huge difference especially on 29".
Dropper posts? ....!
Clutch derailleurs?
Etc.
All worthwhile innovations.
Otherwise people throw little fits about elitists and other bull.
I've owned/operated a '98 Rocky Spice (Element) for 10 years hard labor and never a squeak or even grease them. No play. Awesome!
Now I'm on an 06 Titus ML with bushings at the chainstay/seatstay pivot. Same reliability.
These bikes have been ridden tons in all conditions from East Coast muck/roots & rocks, fall rides, and UT and AZ desert.
I feel sorry for people who are riding 26" wheels...27.5 feels fantastic, rolls over things with ease and really keeps up its momentum...this is where bikes are going get used to it. 29'er will end up being niche bikes for tall dudes.
Big wheels are to biking what fat skis did for skiing. When fat skis came out everyone thought it was a fad for punk ass teenagers..."I'm stickin' with my stiff 210s...60 underfoot...I ain't buying new skis just because of the hype"
Not true...I rented a x-small for my wife to try and she had a massive stand-over clearance issue. She is 5'4" and could not stand at all with the bike even on her tippy toes. Obviously everything was exacerbated by the straight up geometry that doesn't leave much cockpit room. She had more stand-over clearance on a large frame of a different brand AM bike.
Stand-over clearance isn't much of a issue for an experienced rider but for some beginner/intermediate riders, they like the security of being able to put their foot down comfortably.
Overall the bike just didn't fit or feel right for her.
I'm not dissing the bike...this bike and a SC Bronson are my top two choices for my next bike. I'm just stating our experience and would love to hear from others regarding smaller sizes of this bike or any other 650B bikes.
The standover on the Altitude, like most bikes with top-tube mounted shocks, is constrained by where we chose to mount the shock for optimal suspension characteristics. Suspension performance and other characteristics aside, people with shorter legs may have a slightly easier time standing over bikes that have the shock mounted elsewhere. That being said, standover is only one of MANY other important factors to fit & sizing; one of our engineers' girlfriends is 5'2" and fits an extra small Altitude quite comfortably.
Thanks for the interest in the Altitude!
For my money, I tend to avoid plastic bushings where a bearing will fit. Most of the poly materials will cold-flow under heavy load causing more play in whatever system they are a part of. Sure there are materials out there that are very resistant to this phenomenon (ultem is a good place to start) but then you certainly aren't saving money as mentioned in the article above.
I'm curious about the material used in these bushings and if the captured design has tolerances that are low enough to avoid cold-flow which would give you gaps and wear spots over time.
Edited to add: Nice bike From Rocky Mountain. Would certainly make my short list for demoing.
I've owned/operated a '98 Rocky Spice (Element) for 10 years hard labor and never a squeak or even grease them. No play. Awesome!
Now I'm on an 06 Titus ML with bushings at the chainstay/seatstay pivot. Same reliability.
These bikes have been ridden tons in all conditions from East Coast muck/roots & rocks, fall rides, and UT and AZ desert.
www.mtbr.com/cat/bikes/frameset/rocky-mountain/element-race/prd_351394_119crx.aspx
Nope, no bushing issues there aye?
Good Job on the design, BUT PLEASE, have more DEMO bike, Demo Day etc. here in Montreal area, have a program with one of your Pro-Cycle dealer to have a fleet of bike like Specialized have. Also heard that availability of those bike is low, any comment?
Plus things break down sometimes. And if you want to send your seatpost for service you don't wanna send the frame with it!
Nice bike for sure. I'd like to see a run-through of a blue-collar version, though.
As for the different wheel sizes... I think the industry could learn a lot on presenting them from a recent I-MTB article that did a side by side comparison of the Bronson versus a Nomad. It really did a good job of showing the pro's and con of wheel size choice.
As for the altitude, it seems to be a good bike, but I am not sure if I want a 150mm bike to be flexy?
P.S. I bought a carbon 650b and then dropped a couple grand more pimping it out. GUESS WHAT!... Its amazing.
been looking for a 650B bike for a while, and this one looks quite right, but I cant afford the carbon space-tech.
Seems to make perfect sense on my bike. If anything, not having it would be a bit of a joke. Am I missing something here?
i know, progression, development, evolution etc, but i kinda already miss times when mtb was mtb and 26 only :E
Yeah, Turner's bikes are awful and have no loyal following at all.
R.C. im interested in your personal opinion of plastic bearings.
Downside is that 650b is small enough of a change that some people (me) can't feel the difference
They don't gyro and smash over everything like 29", they just feel like heavier 26". Utterly pointless.
Perhaps the problem in your head isn't the tire diameter, but the tire models.
Just a long winded way to say --- maybe even thick headed me can feel a bit of a difference
Also, this is part of the reason the LBS is dying, NN in 650b can be had for $60,00 at CRC. Buy 4 of them, and you are good for a year.Where I ride the NN is the go to tire. I want to try the HD when this set wears out. I also bought a CST tire for $30.00 to see how good it is. It is 120TPI, and looks well made. I will see over the next week.
How does the 790 compare to the Bronson?
And you think your 6s are good? or Better?