The 2024 Rocky Mountain Instinct Adds Frame Storage, Adjustability, and Aggressive Geo [Review]

It doesn’t feel like a lot of time has passed since Rocky Mountain released the last Instinct trail bike in the spring of 2021–almost exactly three years ago. But three years is a lot of time when it comes to technology in the bike industry and Rocky’s latest full-suspension trail bike implements all of those changes.

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2024 Rocky Mountain Instinct key specs

• 150/140mm travel front/rear
• Geometry: 64° head tube angle, 77° effective seat tube angle
• Four-position flip chip plus a rear axle chip and adjustable headset
• Internal frame storage plus UDH compatible
• Weight: 30.8lb as tested (C70 build)
• Price: $2,899 (alloy) to $10,599 (carbon), $6,499 as tested.
• Buy from JensonUSA

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We’ll start with what hasn’t changed on the new Instinct. The bike is still the brand’s go-to, all-around trail bike with 140mm of travel in the rear and a 150mm fork. Otherwise, there are a lot of changes, including the geometry and new features throughout the frame.

On the geometry front, sizes XS and S are still available as a 27.5″ bike, and sizes S through XL are available as a 29er.

The Instinct has the Ride-4 system, with four geometry settings on the flip-chip.

Take a medium in its neutral setting, and you’ll get a 64° head tube angle, a 77° seat tube angle, a short seat tube length for long droppers, 455mm of reach, and a 1,227mm wheelbase. For the most part, the bike has become lower, longer, and more slack (with a steeper seat tube angle).

That’s almost 2° more slack in the HTA, with just under a half-degree steeper in the STA, and a reduction of 7mm in the reach with an 18mm growth in the wheelbase.

There is a flip chip at the rear axle still with a 10mm length adjustment. The rear center length is still standardized across sizes, (437-447mm) but the chip gives riders the option to throw it in a shorter or longer setting depending on their size or if they’d rather opt for more stability or playfulness.

Rocky Mountain also gives the Instinct an adjustable headset to modify the reach by 5mm.

One big change to the frame is the addition of a frame storage space, and in true Canadian fashion, they’ve branded it as the PenaltyBox 2.0. The second version of the storage system, first seen on the recently updated Slayer, is only available on carbon models and has a hinged system that doubles as a water bottle mount. Inside, it comes with a custom tool wrap and a concealed compartment for an AirTag.

Another big jump is the addition of SRAM UDH compatibility and SRAM Transmission builds.

Builds and pricing

The Instinct comes in six carbon builds and three aluminum builds.

Pricing starts at $2,899 for an Alloy 10 model and the builds top out at $10,499 for the Carbon 99 edition.

The A10 build includes a RockShox Recon Silver RL, a RockShox inline Deluxe Select shock, Rocky Mountain components, Shimano wheels, and an X-Fusion dropper post.

The highest C99 build is specced with RockShox Flight Attendant electronically controlled suspension, SRAM Code brakes, SRAM X0 Eagle Transmission drivetrain, and DT Swiss XMC carbon wheels.

Our test model is the C70, a fully carbon frame build with a Fox 36 Performance Elite fork with Grip 2 damper and a Fox Float X shock, a Shimano XT groupset, and Race Face Turbine R wheels with DT Swiss 370 hubs. The bike retails for $6,499. It weighs 30.8lb with tubes; pretty admirable for this kind of trail bike.

One thing worth noting is that pricing seems rather fair on the latest models. When we tested the Instinct C50 in 2021, it retailed at $5,549. The 2024 Instinct C50 costs $5,799. It’s certainly increased in price, but considering it’s three years later and there are some notable new frame features, the increase is negligible.

In 2021, I noted the $800 (~17%) increase between the previous generation and the new model. With only a $250 (4%) increase this time, it may be one other sign that the general interest in mountain biking has returned to normal levels and prices have fallen back to earth.

On the trail

I’ve had the Instinct around for about three months, since the beginning of spring. My first ride was on a canyon rim trail with moisture and mud, and since then I’ve been riding the Instinct all over Colorado’s Front Range, on trails ranging from pedally, smooth and flowy, to steep, natural and rough. 

Reviewer profile height: 173cm (5’8″) weight: 75kg (170lb) testing zone: Colorado Front Range

Climbing

What first struck me about the Instinct is its firm pedaling feel and smooth transfer of power. If you’re looking down, you can see the shock bob slightly, but the bike carries its weight with efficiency. The low weight (sub-31lb) helps a lot and so does the overall stiffness of the frame. 

As I’ve come to expect with Rocky Mountains though, there’s loads of traction when you ride up loose, rooty or rocky terrain. I’ve thought of many brands’ home terrain as influencing their design and the Instinct feels like a shining example. 

But, even with its low weight and efficient pedaling feel, it’s not a particularly inspiring climber. The Instinct won’t start jumping up and down when you mash the pedals. It will respond to power, but it’s most comfortable spinning the cranks in the saddle. The suspension does get more active with harder pedaling input, like standing sprints.

Settling in

One thing I noticed after more time in the saddle is that the Instinct is a very rearward feeling bike, even with the steeper seat tube angle. The bike came set in Position 3, the second to steepest. I decided to try it Position 4, the steepest, and it became my preference. 

The front wheel has a very light feel climbing up steeper trails and is fairly wandery, and I wanted to mitigate this as much as possible. On the descents, I wanted a more precise and controlled steering feel and Position 4 suited that desire. 

This was a little surprising because nothing about the bike’s geometry screams that it will feel long or light up front, except for maybe the top tube length. The stack is relatively low, and the reach is not too long either.

Descending

Some of the angles that may take away from the Instinct’s comfort on the climb add to the fun factor downhill. In the short setting, the chainstays still measure 440mm, but the bike is easy to crank into a manual over rollers and the short rear end swipes around sharp switchbacks. The cockpit is roomy and asks for a weighted front end through corners, but ultimately delivers a secure cornering device.

Given the stiff chassis and the plush and active suspension, the Instinct gobbles up choppy terrain and feels composed and natural through these sections. On landings from jumps and drops, the suspension isn’t afraid to get deep but has a pleasant progression and predictably soaks up hard landings. It’s one of the best-feeling bikes I’ve ridden in a while when you need to soak up a bunch of gravity at once. 

The kinematics also make it super fun and supportive to push this bike into corners and compressions. 

Where I found the Instinct to be the most fun was on chunky, natural trails, where its stiffness and confidence, combined with the supportive yet responsive suspension, beg the rider to go fast through the tech, and bound off of stumps, or ramped rocks into a mess of rock and chunder. 

Component check and frame notes

For a $6,499 price tag, I think the Instinct C70 has a suitable component spec. The only thing you’re really sacrificing is a Kashima coat on the suspension (which has never been a big upsell for me), and the XT groupset instead of XTR. Neither of these in my opinion would add to the fun or performance of the bike. 

The only component I wish was a little better was the DT Swiss 370 hub with an 18T ratchet. FYI, 360° divided by 18 teeth is 20°, which is spacious for a bike that loves to climb through the tech. 

My other gripe about the bike is the cable routing. I only messed with the dropper post tube-in-tube routing after a mis-step setting the bike up initially, and this is the only bike I’ve had to seek professional help for help routing a cable–even the bike shop said it was a cramp. The procedure is far more difficult than the “how-to” in the tech manual implies.

Otherwise, this is a very solid build. The drivetrain and brakes are well-suited to the bike and the Race Face AR 30 rims are a nice touch compared to some of the heavier/less durable WTB rims/wheels I’ve had on other Rocky builds. 

It’s great to see a beefier, Fox Float X shock on here too, compared to the inline DPS on the last generation Instinct, as it’s a better match for the kind of trails you’ll want to take this bike on. 

Who’s it for?

The truth is, 140mm of travel can have a lot of different flavors and, depending on the bike, it can feel like a bit more or a bit less. The Instinct, like most Rocky Mountains, is descent-focused. It climbs admirably enough, but even under 31lb, it’s far from being a rocket. 

The bike prioritizes traction and technical climbs, rather than wanting to be pushed for PRs on your favorite local trail. 

This trail/all-mountain bike is a jack-of-all-trades and on the descents it hits above its weight. If you want a trail bike and like rougher, tougher trails, or want a light enduro bike, but don’t want to pedal the Altitude, this one is for you.

Pros and cons of the Rocky Mountain Instinct

Pros

• Versatile and confident bike in most terrain
• Stiff carbon frame holds its line
• Exceptional suspension performance

Cons

• Hubs could be better
• Not the most inspiring climber

Bottom line

The Rocky Mountain Instinct is a versatile, do-everything bike, but technical trail smashers will love it most.