Review: Rocky Mountain Slayer C50
The latest version of the Rocky Mountain Slayer launched earlier this year, the ninth iteration of a bike that now sits more firmly in the freeride category than ever, with 180mm of travel and long, slack geometry figures.
There are carbon and aluminum framed versions, and there's even a park edition, which comes with a dual crown fork and a downhill drivetrain. The base model alloy version is $3,299, and the extra-fancy carbon C90 version is $10,299 USD.
I've been putting the miles in on the C50 version, which retails for $6,299 USD. Build kit highlights include a Shimano SLX 12-speed drivetrain and four piston brakes, a Fox 38 Performance fork with a Grip damper, and a DHX2 Performance Elite coil shock.
There are carbon and aluminum framed versions, and there's even a park edition, which comes with a dual crown fork and a downhill drivetrain. The base model alloy version is $3,299, and the extra-fancy carbon C90 version is $10,299 USD.
I've been putting the miles in on the C50 version, which retails for $6,299 USD. Build kit highlights include a Shimano SLX 12-speed drivetrain and four piston brakes, a Fox 38 Performance fork with a Grip damper, and a DHX2 Performance Elite coil shock.
Slayer C50 Details
• Wheel size: 29" (size L)
• Carbon frame
• Travel: 180mm
• 62.5º - 63.3º head angle
• 77.5º seat tube angle
• 439 or 449mm chainstays
• Sizes: S, M, L, XL
• Weight: 36.25 lb / 16.4 kg (size L)
• Price: $6,299 USD
• bikes.com
• Wheel size: 29" (size L)
• Carbon frame
• Travel: 180mm
• 62.5º - 63.3º head angle
• 77.5º seat tube angle
• 439 or 449mm chainstays
• Sizes: S, M, L, XL
• Weight: 36.25 lb / 16.4 kg (size L)
• Price: $6,299 USD
• bikes.com
 | The Slayer's handling slots into what I'd call the 'classic freeride' category... it feels most at home on steeper, natural trails. |
Frame Details
The carbon Slayer now has in-frame storage that's called the 'Penalty Box', which is located underneath a magnetic hatch that sits in front of the water bottle cage. The downtube is fairly wide, so there's plenty of room for filling up the frame with burritos, or a tube and tools if you're not hungry.
The rear triangle was also revised, and the seatstays and chainstays are now carbon fiber, a move that's said to create a stiffer frame than the previous version. There's also now a flip chip that allows for two different chainstay lengths, either 439mm or 449mm.
Rocky's Ride-4 geometry adjustment remains in play, providing (you guessed it) 4 positions that change the head angle, bottom bracket height, and shock progression. The slackest position is also the most progressive, and the steepest is the most linear, allowing riders to fine-tune the bike's feel to suit their preference and terrain. The bike ships with the chip in position 3, which Rocky calls the neutral position.
Geometry
The carbon Slayer now has in-frame storage that's called the 'Penalty Box', which is located underneath a magnetic hatch that sits in front of the water bottle cage. The downtube is fairly wide, so there's plenty of room for filling up the frame with burritos, or a tube and tools if you're not hungry.
The rear triangle was also revised, and the seatstays and chainstays are now carbon fiber, a move that's said to create a stiffer frame than the previous version. There's also now a flip chip that allows for two different chainstay lengths, either 439mm or 449mm.
Rocky's Ride-4 geometry adjustment remains in play, providing (you guessed it) 4 positions that change the head angle, bottom bracket height, and shock progression. The slackest position is also the most progressive, and the steepest is the most linear, allowing riders to fine-tune the bike's feel to suit their preference and terrain. The bike ships with the chip in position 3, which Rocky calls the neutral position.
The Penalty Box lid is held in place by three magnets.
A flip chip allows for 10mm of chainstay length adjustment, from 439mm to 449mm.
Geometry
Red lines: 2023 Slayer (MD). Grey: 2021 Altitude 29. White: 2020 Slayer 27. Dashed lines = anti-squat. Solid lines = suspension rate.
Suspension Design
The Slayer uses Rocky Mountain's Smoothlink suspension layout, their take on a Horst Link design. Compared to the previous version, the anti-squat is higher at the beginning of the stroke, and then drops off more quickly to give the bike more freedom to react to impacts. The leverage ratio has been changed to create a more linear, but still progressive suspension curve.
| Specifications | ||
| Price | $6300 | |
| Travel | 180mm | |
| Rear Shock | Fox DHX2 Performance Elite | |
| Fork | Fox 38 Float EVOL GRIP Performance Series 180mm | |
| Headset | FSA Orbit NO.57E | |
| Cassette | Shimano SLX 10-51T | |
| Crankarms | Race Face Aeffect Cinch | |
| Rear Derailleur | Shimano SLX | |
| Chain | Shimano M7100 | |
| Shifter Pods | Shimano SLX | |
| Handlebar | Rocky Mountain AM 38mm rise | |
| Stem | Rocky Mountain 35 AM 40mm length | |
| Grips | ODI Elite Pro Lock On | |
| Brakes | Shimano SLX 4-piston | |
| Hubs | DT Swiss 370 rear / RM front | |
| Rim | WTB ST i30 TCS 2.0 Tubeless | |
| Tires | Maxxis Assegai / DHR II, DoubleDown MaxxGrip | |
| Seat | WTB Volt Race 142 | |
| Seatpost | Race Face Aeffect R Dropper 30.9mm | |
Test Bike Setup
I'm on the lighter side for my height, which means I typically need to switch out the stock spring for a lighter one on coil shock equipped bikes. On the Slayer, I didn't need to do any swapping - the 450 lb/in spring put me right at 30% sag.
That's good news for me, but I'd imagine that most riders will end up needing to go to a firmer spring rate. Typically that's not a big deal, except that the eyelet bearings on the Slayer's shock need to be removed in order to change springs, making what should be a 10 minute job a much more time consuming task.
I spent time on the Slayer in both the stock 29” configuration and with a 27.5” rear wheel, a change that requires purchasing a different link from Rocky – even the four shock positions aren't enough to preserve the geometry with a different size rear wheel. I'll go more into my findings shortly, but if I had to pick I'd choose the mixed wheel setup.
I'm on the lighter side for my height, which means I typically need to switch out the stock spring for a lighter one on coil shock equipped bikes. On the Slayer, I didn't need to do any swapping - the 450 lb/in spring put me right at 30% sag.
That's good news for me, but I'd imagine that most riders will end up needing to go to a firmer spring rate. Typically that's not a big deal, except that the eyelet bearings on the Slayer's shock need to be removed in order to change springs, making what should be a 10 minute job a much more time consuming task.
I spent time on the Slayer in both the stock 29” configuration and with a 27.5” rear wheel, a change that requires purchasing a different link from Rocky – even the four shock positions aren't enough to preserve the geometry with a different size rear wheel. I'll go more into my findings shortly, but if I had to pick I'd choose the mixed wheel setup.
Mike Kazimer
Location: Bellingham, WA, USA
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Location: Bellingham, WA, USA
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Climbing
I doubt many rides are shopping for a big mountain / freeride bike with climbing performance as their highest priority, but it's still a part of the equation worth evaluating, since not every trail can be accessed via a shuttle truck or chairlift.
The Slayer isn't that heavy considering the build kit, but still doesn't exactly scamper up the climbs – it's a slow burner rather than a bottlerocket. The actual seated climbing position works well – the seat tube angle is steep enough, and the bars are high enough that it's a comfortable place to be, but there's no hiding the Slayer's weight, wheelbase, and fairly active suspension. Thankfully the compression lever on the shock is easy to reach, and I regularly reached for that climb switch on longer logging road grinds.
On more technical sections of climbing, the Slayer has plenty of traction, and the extra length means there's little chance of ever feeling like you're going to loop out, no matter how steep the trail. Of course, the tradeoff is that it does take more work to get around tight switchbacks, and at the end of the day this is still a bike where climbing is the work that needs to be done before reaping the rewards on the descent.
I doubt many rides are shopping for a big mountain / freeride bike with climbing performance as their highest priority, but it's still a part of the equation worth evaluating, since not every trail can be accessed via a shuttle truck or chairlift.
The Slayer isn't that heavy considering the build kit, but still doesn't exactly scamper up the climbs – it's a slow burner rather than a bottlerocket. The actual seated climbing position works well – the seat tube angle is steep enough, and the bars are high enough that it's a comfortable place to be, but there's no hiding the Slayer's weight, wheelbase, and fairly active suspension. Thankfully the compression lever on the shock is easy to reach, and I regularly reached for that climb switch on longer logging road grinds.
On more technical sections of climbing, the Slayer has plenty of traction, and the extra length means there's little chance of ever feeling like you're going to loop out, no matter how steep the trail. Of course, the tradeoff is that it does take more work to get around tight switchbacks, and at the end of the day this is still a bike where climbing is the work that needs to be done before reaping the rewards on the descent.
Descending
The Slayer's handling slots into what I'd call the 'classic freeride' category, the one that emerged in the early 2000s, back before enduro was a thing. That's when freeriding was all about finding a way down extra-technical trails, rather than doing flippy-spinny things on massive manicured jumps. Sure, the Slayer can jump just fine, and someone that's not me could do flips and spins on it, but it feels most at home on steeper, natural trails.
My best rides on the Slayer were the steepest ones. The slack 63-degree head angle and resulting wheelbase means there's no shortage of stability, and 'safe' is the adjective the comes to mind for the way this bike feels on rowdy, fall-line trails. There's little risk of feeling like you're going to be tossed out the front door, and its handling is the opposite of nervous. The Slayer does feel a little taller than something like a Santa Cruz Nomad or Nukeproof Giga – those two bikes both have a lower top tube and bottom bracket height, and the weight is centered lower in the frame, making them easier to carve through turns.
Even with that long and slack geometry, in the Whistler Bike Park the Slayer never felt especially fast – at times it felt like it was getting sucked into holes rather than skimming over them. That trait was also evident on slower speed, stepped sections of trail – there wasn't much support from the shock, which made the bike feel over-active in certain scenarios.
I experimented with adding more compression to help the bike sit higher in its travel, which did help, but the overall feel of the rear suspension was 'busier' and less supportive than I would have liked. A firmer compression tune could be the answer here, or possibly an air shock – I didn't have any harsh bottom outs, but the increased ramp up of an air shock could potentially give the Slayer a more cohesive suspension feel.
29" vs. Mixed Wheel
I started off the test period with the bike in full 29” mode, and then switched it to mixed wheels, which requires a different shock link. That mixed wheel setup ended up being my preferred configuration, and I'm honestly not sure why Rocky didn't spec the whole size range with mixed wheels. The smaller wheel helped make the Slayer feels less like a lumbering beast, and while I'd still hesitate to call it lively, it did add a little pep to its handling, especially on tighter trails.
I kept the chainstays in the 439mm setting, since I didn't come across and instances where I though the back end felt too short. That said, riders who want to run SRAM's new Transmission drivetrain will need to run it in the longer 449mm position; that's the only setting that's UDH compatible.
Rocky Mountain Slayer
Nukeproof Giga 297
How does it compare?
The Nukeproof Giga 297 falls into the same 180mm travel bracket as the Slayer, but the two bikes have very distinct personalities. Personally, I got along better with the Giga – it sits lower to the ground, and I found it easier to push it into corners or make quick direction changes. The Slayer feels taller, and seemed more likely to get pulled into holes rather than staying on top of them.
When it comes to geometry, the Slayer is longer and slacker than the Giga in most of its geometry settings. There's not one glaring difference; it's more that a few millimeters here and and there all add up. The Slayer's four geometry options make it the comparison a little trickier to do a head-to-head comparison, but in the Neutral setting it has a 63-degree head angle, 480mm reach, 439mm chainstays, and 77.5-degree seat angle. The Giga has a 63.5-degree head angle, 475mm reach, 435mm chainstays, and 78-degree seat angle.
As for the price, while the C50 has a good, workhorse parts spec, you get more bang for your buck with the Giga – the $6,000 Giga Elite comes with Fox's Performance Elite suspension and SRAM's GX AXS Transmission wireless electronic drivetrain. There's an elephant in the room with the Giga, though; Signa Sports, Nukeproof's parent company, has been experiencing serious financial struggles, which means that getting warranty support or even purchasing a bike is currently more difficult than it was just a few weeks ago.
Which Model is the Best Value?
The Slayer isn't exactly the place to look if you're hunting for the absolute best bang for your buck – all of the prices are on the higher side considering the build kits. The parts spec of the C50 is solid, though, and there's nothing that immediately needs to be changed, other than the too-short dropper post. Going up one level to the $7,799 gets you a Grip 2 fork, XT components, and Race Face rims, but there's not really anything in that build that would have me rushing to shell out another $1,500.
The Slayer isn't exactly the place to look if you're hunting for the absolute best bang for your buck – all of the prices are on the higher side considering the build kits. The parts spec of the C50 is solid, though, and there's nothing that immediately needs to be changed, other than the too-short dropper post. Going up one level to the $7,799 gets you a Grip 2 fork, XT components, and Race Face rims, but there's not really anything in that build that would have me rushing to shell out another $1,500.
Technical Report
Race Face Aeffect R dropper post: A bike with such a clear focus on descending deserves a dropper post with more than 170mm of travel, especially on the large and XL sizes.
Penalty Box storage: The Slayer's new storage compartment is very roomy, and the magnetic closure works well, although it's not quite as secure as a system with a dedicated latch – if you try to jam in an oversized item, a windbreaker for example, the upward pressure can lift up the lid. Be realistic about what you try to fit inside the frame and there shouldn't be any issues.
Fox 38 Float Grip fork: The Grip damper doesn't offer as many adjustments as its more expensive Grip2 sibling, but with the compression set around halfway through the range I was able to find a good balance of support and grip (no pun intended), and I have zero complaints about its performance.
Race Face Aeffect R dropper post: A bike with such a clear focus on descending deserves a dropper post with more than 170mm of travel, especially on the large and XL sizes.
Penalty Box storage: The Slayer's new storage compartment is very roomy, and the magnetic closure works well, although it's not quite as secure as a system with a dedicated latch – if you try to jam in an oversized item, a windbreaker for example, the upward pressure can lift up the lid. Be realistic about what you try to fit inside the frame and there shouldn't be any issues.
Fox 38 Float Grip fork: The Grip damper doesn't offer as many adjustments as its more expensive Grip2 sibling, but with the compression set around halfway through the range I was able to find a good balance of support and grip (no pun intended), and I have zero complaints about its performance.
Pros
+ Geometry works well in steep terrain
+ Good range of effective geometry adjustments
+ Plenty of room for tool and snack storage in the frame
Cons
- Swapping shock springs is a time-consuming process
- More plush than precise - can get bogged down on chunkier trails
- Mixed-wheel setup requires purchasing a different shock link on larger sizes
Pinkbike's Take
| The new Slayer stays true to its freeride heritage, with the travel and geometry to take on big hits and burly lines. It's not a race bike, and it's doesn't try to be - riders whose top priority is speed will want to look elsewhere. But for those who prefer a big bike that's more plush than precise, the Slayer might be the one. |
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I hate seeing the numbers on stickers these days, but that's because my expectations are anchored "back in my day." I don't want to come off as an industry apologist, But the fact is in real terms, bikes in the mid range cost about what they always have.
Joking aside, I agree with your logic.
entitlement has reached the level that broke kids think they deserve what us that are twice their age and have earned money and can afford, just for drawing breathe.
Then some companies are coming out with newer bikes with newer specs that reflect newer, inflated pricing.
If you’re in the market for a new bike, look for those deals now and pick them up while you can! In a little while, I’m thinking a base-level carbon bike is going to be between $5,500-6,500 going forward, unfortunately.
and this violent stupidity will drive us all back into 19th century level.
I mentioned value cause I was trying to steer away from the "I want everything on this bike to be more expensive for the manufacturer at the same price for me" conversation.
I think these knee jerk reactions to a spec are why we don't see deore/performance elite builds often.
Does this bike "only" having SLX or a 370 hub make it worse to ride? For me: no, those are solid components that just have a bit of weight penalty. I might care on an XC bike
really, really basic concept.....
you're judging a fish by it's ability to climb a tree.
i understand they're entitled pricks but you being an outright hypocrite only says you're THE EXACT SAME:
But they all sit here and complain that $12,000 super bikes exist, but also $1700 rad ass hardtails exist but they think that shit is below them. THAT is the f*cking hypocricy here, not me calling it out.
they're entitled to free shit, you're entitled to obedience you didn't earn. 90s and later kids were sent into a warzone and not a school where ego ruled and decency was punished. what kind of people do you expect, coming out of there?
And yes....I AM STILL HUNGRY! that is what seperates the haves from the wants.....hunger. You either have it or you do not. pick your path and travel it. But don't think you get a right to both paths.
your mentality is a f*cking cancer, bro.
I would rather have full Deore and decent wheels.
#1 reason is the bulls**t lower shock bearing that need a bulls**t proprietary tool to remove, causing too much bulls**t at shops when I want my shock serviced. Yes I bought it myself but I’m done with Rocky between that and the bs prices.
Not only is inflation crazy right now, but wages are lower than for the last 80 years. Only the richest are doing well today. The literal gutting of the middle class has already happened.
I agree that nothing is good, but instead of screaming at Trek, Spesh or anyone else, focus your ire on the true cause.....the FED, and disasterous monetary policy..
wtfhappenedin1971.com
But the waves getting carved out were far, far better than average wages now.
anywho, I think the "corporate greed" you speak of is really more like Crony capitalism. which is terrible. Using the government as a bludgeon for regulatory capture. Capitalism=GOOD. Our current system ≠ Capitalism
So stupid as any 'crony' relationships are literally the goal of capitalism. To maximize profits over people and with no limits (other than those actually enforced).
Crony is capitalism.
capitalism unfettered and unregulated, regulates itself via survival of the fitest. Unless you think Darwin was wrong....
whats your solution, socialism? which is the exact same thing as crony capitalism? Oh I know, we will just control every means of economic function from the top! cant see a single thing that goes wrong there, comrade!
Typical right wing fool...
you think cronyism=capitalism, and I responded that what you think is true, simply isnt. in fact, socialism=nepotism almost always. which is just blood related cronyism.
the US was founded on capitalism and the closeted socialists have slowly morphed it into cronycapitalism, with designs on full blown socialism in the future. baby steps.....
your projection is palpable.....oH yOu wOnT enGagE!!?!?!!?!?!?!?
perhaps instead of complaining about consumer products prices, redress your government about their monetary and global trade policies????
I always cover my bikes in RideWrap or Invisframe to keep them in good shape. Unfortunately, within a year the clearcoat on the Altitude started lifting around the lower headset cup on the downtube side. It migrated down the downtube until it reached the RideWrap (the wrap stopped it from migrating further). After much back and forth with Rocky and a lot of help from the dealer it turns out if you RideWrap your frame the paint warranty is no longer valid. Just something to be aware of, and I expect all of the clearcoat to come away if I need to redo the wrap
I had this happen to me and they told me to get f*cked.
I laugh, but this is good advice for all riders out there! THINK LIKE A LAWYER! why divuldge anything to a manufacturer you do not need to!? do they want pics? take any warranty voiding things off beforehand.
Its really not rocket surgery.....in fact, they all expect your to lie, and they will all pretend you are telling the truth....its a bit like porn in that aspect.....OH! THE PIPE IS LEAKING MR. PLUMBER MAN! CAN YOU HELP ME!??!?!?!?!
no MTB company has the resources to police this shit....
and if you are actually a trial lawyer, you would know that hiding the truth is literally your job, if you are good at your job.
I am reaching out as the Team Lead for Technical Service at Rocky Mountain.
I'm sorry to hear about this issue you experienced with our warranty process
Could you please write to me at info@bikes.com, or open your existing email thread with us there? I would love to be able to sort this issue out for you as this is something we can cover under warranty.
Thank you for your patience and understanding on this one!
I bought my Rocky used, and much as I do like it, I'd be unlikely to buy a new one even if I could afford it. But I can see why people do.
But it is really the rider. Given time to learn the bike and perfect the setup, Jesse or Richie could win on any of a dozen competitive bikes. It makes me (genuinely) curious - in which aspects of performance you see RM lagging behind?
Yes, this requires changing 'names(ranger, F150)' but not style (pickup truck).
I would consider the ability to alter price that much while maintaining the "feel" of the bike to be quite a positive accomplishment.
Base 711 cayman 81000€
911 GT3 RS with race spec, roll cage and ceramic brakes: >400000€
Base 911 Carerra2 and 911 GT3RS are technically "off the shelf/showroom", but the GT3-type race-spec models are also kind of their own thing by some viewpoints. You'll also need to do a custom order to really spend 3x on a GT3: paint to sample, adding every factory option, custom fit seats, etc; but is that "off the showroom floor"?
Porsche themselves split them this way: 911 GT3 is its own category, separated from 911 at the same level in the hierarchy as the Macan is.
Brands create cheaper/lower tier products as an artificial price floor so they can justify higher prices on the premium components.
Look at how many derailleur and fork/shock options SRAM offers. It costs a lot of money to design and manufacture all of these different parts. It would be much easier for SRAM to just offer one shock or derailleur and scale up production.
Bike brands play along because it's how they can charge double the price of the same product.
Car companies make a lot of money after the sale of the car in parts and service.
Rocky sells you a bike and then what? Shimano sells you brake pads and chains, Maxxis sells you tires, Fox sells you service kits for your suspension, and various other companies sell you pedals, bars, stems etc. Rocky, or any brand for that matter, makes no additional money post sale. They have to make their earnings on the bike itself.
I'm not quite sure what all the fuss is about.
I bought two sets, one as a backup and haven't had need of it yet.
(XL frame, I weigh 210lbs and they haven't failed yet)
Is it more of a style thing or is there actual funtionality behind it? I personally never like the look of them much and often think it throws off the look of an otherwise nice looking bike
Is the EDR not making them any money? Surely it’s just as profitable as in the past - if anything they are actually reaching more viewers through gcn and discovery? Obviously the coverage hasn’t been great, but no different than the past few years?
No way enduro is going
Sorry, really hard to describe... but that's the gist of it.
Hahahahahahahahahahahahaha
Total kook comment
Hahahahahahahahahahahaha
How is this a con? It's true with MOST mullet conversions. You gonna go back and add a con for every other bike that needs a purchase for a mullet conversion?
If it didn't need a new link, would there be a con that both 29 and 27 settings (flip-chip, I'm assuming) were less than ideal compared to what could be had with a different link?
Let's assume same tread, despite combos like DHF/DHR, Assegai/DHR, DHF/Dissector, being super popular.
Like many, I run a stickier, softer front (ie: MaxxGrip) and firmer rear (ie: MaxxTerra). When that is worn enough to be no good up front would last about 3 rides in the back.
Not to mention I'd be running that front in something like EXO+ and the rear as DoubleDown-ish, so there is an equal chance I flat the light casing in the rear before wearing out the already worn soft rubber.
If I did swap front to rear, it would only be a couple few weeks of saving before I'm inevitably shelling out for a new set of tires, and probably end up with a shitty ride where I get flats and/or ding rims in that time. Not worth it.
It only "should" be because you're used to shock hardware being bushings. If bearings are really better, they "should" be the default, and changing the spring "should" be a more time consuming job by default. A bike/shock that uses bushings would be the outlier and have exceptionally fast spring swaps.
CushCore isn't just about flats!! They change the tires' response to impacts before you get to actually hitting them. You taking them out changed the suspension response that Rocky intended by including them.
That's not the right solution. If you want it to sit higher, you add spring. Adding compression damping means you might use (relatively) less travel on a given hit, but you'll also be handling more of the force yourself and upsetting the chassis more, and very likely could end up using the same max absolute travel (moves less but starts deeper). If you're using the same overall travel, why would you want more force transmitted through the suspension?
Seems to me you spend so much time doing mental math gymnastics that you don’t actually understand how these things affect the riding experience in the real world, rather than just on paper. Might as well argue that the material the palm of your gloves is made of somehow has a massive impact on steering response.
It's even been mentioned here on PB a few times, some directly from CC, to counter all the usual spouting off about rim protection being the primary thing. Perhaps also on the PB podcast, and definitely numerous other podcasts with folks from CC.
It's a fact that CushCore is designed as primarily to change the feel of the tire, NOT as ONLY rim protection. And it's a fact that this is continually ignored by PB despite OB themselves more than once bringing in the experts to explain this to the plebes.
At the end of the day though, you’re commenting as if you know the One True Way and that the crew at PB are blatantly failing to acknowledge it. You do realize that there isn’t, for example, only one way to set up and use your suspension settings that “correct”, right? I myself go through phases of relying on my air spring for most of my support, and other phases where I rely more on my damping. It all depends on how you ride, and the characteristics of the trails and terrain you’re on. Constantly chastising Kaz for not making the exact choices you would make is, well, dumb.
If you add 2 clicks of LSC and it feels good for you, flipping sweet. If you actually need ride height, you add spring, that's how they work. Springs support, damping controls. A bunch more damping might increase average dynamic ride height over a given section of trail by simply not allowing a given set of hits to use as much travel, at the expense of much more force transmitted, and on slightly bigger hits the average dynamic ride height goes down again, with the same or more extra force still transmitted! Adding spring will actually add to the average ride height in all situations.
These are bikes designed for the minute minority using sky lifts in a bike park, or for the few who are interested in downhill, or maybe competitions like the EDR.
99.9% of mountain bikers have no use for this monster-trucks.
As for the weight, I'm firmly in the Quinney "Heavier is Better" mindset for bikes of this travel bracket. This bike is big, literally, the tubes are longer and there's more hardware in bikes today than ever before - The Flip chip system, the storage box, and don't forget the Cushcores in both tires too. Does it matter? For this type of bike, not really. If it's an XC or Trail bike then yes, it matters more.
Also, we’re talking about toys. Chill out.
I dont care If people complain about weight. I have more weight because stuff more sturdy. Why have light tires and risk a flat? I did never had to care about that when I switched to 1200g or more heavy 29ers. I even rode Marathons with coils in the front and back with that bike for a total weigh of 18,8 kg. Get better legs If you cant Pedal those things in top and let others have a more sturdy ride with less fixing broken parts and not swapping bearings all the time.
I see heavy bikes 50% of the time here. No one is complaining other then weight focused dudes.