2027 Norco Team DH 2 FOX Bike

Five years ago, Norco embarked on a journey to create its next downhill bike—the Team DH. They started with their Range enduro bike, evolved its high-pivot design with additional links, prototyped a bunch of frames in different materials, and then proved its legitimacy with their factory team at World Cups. Gracey Hemstreet won three World Cups on the bike last year, which is nice validation that they created a proper race bike.

We’ve patiently waited for Norco to release the production version. Now that it's finally here, it offers plenty to talk about—from how the linkage functions to the various kinematic and geometry adjustments available, to its dual-material frame construction.  

With plenty to dive into, we spent a few days testing the Team DH in the Whistler Bike Park to see what all these years of development have produced.

Team DH Highlights

• Aluminum front triangle, carbon rear triangle
• 200mm of travel front and rear
• HVP6 suspension design
• Mixed wheels
• Two leverage rate options
• Adjustable idler position to change anti-squat characteristics
• Adjustable reach (+/- 5mm)
• External cable routing
• 62.5° head tube angle
• 12x148mm rear hub spacing
• Sizes: S1, S2, S3, S4, S5
• Weight (size S4): 41.58 lb (18.86 kg)
• MSRP (USD): Team DH 2 FOX - $7,999 // Team DH 2 RockShox - $7,399 // Frame w/ FOX Factory DHX2 shock - $4,599

Frame Details

The most intriguing aspect of the Team DH is its all-new high-pivot, six-link layout, which Norco calls HVP6 (High Virtual Pivot Six Link). It’s an evolved version of Norco’s HVP design used on their Range enduro bike, but HVP6 adds two extra links to the equation. 

The design can be broken into three parts: the rear stays, the short lower link above the bottom bracket, and the two links that actuate the shock. The links that actuate the shock control the leverage curve, while the seatstay and lower link control the braking performance and axle path. The idler pulley position dictates anti-squat. Like other six-bar designs, it allows for independent tuning of each of these kinematic metrics. 

The frame itself uses carbon rear stays attached to an aluminum front triangle to create a blended flex profile. Norco did a lot of rear end stiffness testing, including infamously wrapping aluminum stays with carbon. The production stays match the stiffness the team wanted, balancing enough flex to track the ground with enough stiffness to keep the bike responsive. The front triangle remains aluminum due to its positive damping characteristics. 

Adjustments

Like many race-bred bikes, the Team DH has a few adjustments baked into its frame. The most unique adjustment is the ability to change the anti-squat value by moving the idler. 

There are two positions that offer a 20% difference in anti-squat. The bike comes stock in the higher position, which is intended to balance the suspension’s support and drive while keeping it active and smooth. The lower position makes the bike even more active and plush, which is generally better as trails get gnarlier and traction is a priority.  

You also have two leverage rate options via patented flip chips in both shock eyelets. The change in progression is only 2.5%, but importantly, the starting leverage remains the same while the slope of the curve changes. This isolates the adjustment and makes it a tool to change the amount of support or ramp the bike has. 

Adjustability without direction is not super useful. Thankfully, Norco goes a step above most brands with its Ride Aligned Setup Guide, which pumps out setup recommendations based not just on your weight, but on your riding style, preferences, and terrain. For the Team DH, this includes idler, progression, and reach-adjust positions. 

Geometry

Norco offers the Team DH in five sizes, each with its own geometry package. We tested an S4 with the +5mm headset cups installed, giving us a 483mm reach. Because of the bike's high main pivot, the axle path moves rearward, and the rear center of the bike grows throughout travel. This means the S4 has a static 445mm rear center that grows to a healthy 463mm at sag, and continues from there. The stack height is a little lower than average at 636mm, paired with a pretty standard 352mm bottom bracket height and 62.5° head tube angle.

Build Kits

The Team DH is available in two build kits and a frameset option. We tested the more expensive FOX build, which retails for $8,000. It comes specced with a FOX 40 Performance Elite fork with a Grip X2 damper, a FOX Factory DHX2 shock, SRAM GX drivetrain, Maven Base brakes, and a RaceFace cockpit and alloy wheels. The cheaper RockShox build is exactly the same, minus the fork and shock—it’s equipped with a Boxxer Select and Vivid Coil Base, and retails for $7,400. We did install control tires and wheels—Crankbrothers Synthesis 2.0 alloy wheels with Maxxis’s DHX-DHR tire combo—giving our S4 test bike a final weight of 41.58 pounds (18.86 kg).

Test Riders

Jason Schroeder Vital MTB Tech Editor 31 years old 180 lb // 81.6 kg 6' // 182cm Fav DH bike: Frameworks DH

Ryan Burney Engineer behind Bare Innovation, Vital Contributor 32 years old 195 lb // 88.4 kg 6' // 182cm Fav DH bike: GT Fury (super biased)

What's The Bottom Line?

Jason's Bottom Line

Shock / Fork Settings

• 480 lb spring, HSC: 6, LSC: 10, HSR: 5, LSR: 10
• 85 psi, 3 VR, HSC: 4, LSC: 8, HSR: 4, LSR: 7
• Low anti-squat position // More progressive leverage rate 

The standout characteristic of the Team DH was its fit—both static and dynamic. It delivered the ever-popular ‘tall and deep’ positioning. My feet were low, but not too low. The reach was long, but I wasn’t stretching to grab the bars. And the front end was plenty high. It was a safe but powerful stance, and the best part was how easily I could maintain it throughout a run. This felt like a result of the suspension being really supportive, so I wasn’t moving through the bike’s travel too much. It also preserved its geo well under braking, at the expense of slightly less traction. I experienced the classic rear wheel skipping over the tops of braking bumps on a few occasions. Finally, the roomy reach and tall bars neutralized any forward bias caused by the growing rear center during compression. I actually felt the most balanced and consistent hitting berms on the Team DH, which is where I’ve struggled the most in the past with rearward axle path bikes.

I was surprised by the feedback of the suspension. I expected the bike to just gobble up bumps, but I didn’t feel as isolated from impacts as I have on other bikes. The rear wheel got out of the way, and the bike held momentum through successive hits well, just not as much as some other bikes.

Going to the lower anti-squat idler position helped and had a similar effect to running an OChain with more float—just less chaos coming through my feet. The feedback rarely detracted from my composure, and it did have the upside of communicating what the bike was doing. The frame was also stiff and stout, but it wasn’t harsh. Instead, during high-energy moments or when side-loading the bike, it channeled energy in the direction of motion. No wind up or deflection, just a consistent response.

For those who ride with a lot of aggression and input, the added feedback probably won’t bother you. What you’ll appreciate is the awesome platform that keeps the bike energetic and maneuverable, the refined frame that stays composed when you’re at your limit, and the bike’s consistent geometry throughout travel. If you’re like me and ride flats, don’t race, or like a squishy setup, you’ll get the same benefits, but you'll need to ride a bit more intentionally to keep the Team DH chugging downhill.

Two final notes—first, I spent another week riding our test bike after filming, and the linkage stayed solid and creak-free. I can’t say the same thing about the Commencal Supreme. Second, while the price is still high, the FOX build is competitive with builds from other brands, and it doesn’t skimp on components. Penny-pinchers could go with the RockShox build, and I bet you’d still be stoked.

Ryan's Bottom Line

Shock / Fork Settings

• 490 lb spring, HSC: 6, LSC: 5, HSR: 6, LSR: 14
• 89 psi, 3 VR, HSC: 5, LSC: 8, HSR: 5, LSR: 9
• Low anti-squat position // Less progressive leverage rate 

The first thing I noticed on the Team DH was how well it fit my body. My hands were high but not so high that I had to wrestle the bars from side to side to make the bike turn. The bottom bracket was nice and low, but not so low that I was wincing and worried about losing a toe every time I skimmed past a rock. And the stack height felt spot-on given the front/rear length weight distribution balance. I was right where I needed to be, and there wasn’t much else to think about or do other than go fast.

This position paid off later in the day, too. Less weight on the hands means less fatigue and that’s a big deal if you’re trying to get through a full race weekend. If your arms are cooked by Saturday afternoon, you won’t be riding fast on Sunday.

The Team DH was also great at pumping. It reminded me of the Commencal Supreme V5.2 and Santa Cruz V10 in how much speed it generated from the terrain. Well, maybe not quite as much platform, but enough to notice that it would pump when you wanted it to. A neat thing about true high pivots like this is that you feel like you can get more backside off the things you pump off. Let me explain:

Each backside has a slope to it where, when you pump, you can generate forward speed. As you pump into a backside, your suspension compresses for an instant until your spring settles and you can really start generating speed. Yes, with compression damping, you generate some pump while the spring compresses, but the main speed comes after your suspension settles to match the force you put into it. A high-pivot bike gives your rear wheel more time in the pump zone. As you accelerate forward, your axle moves back a bit, giving you more time to pump. I could feel this sensation on the Team DH. On a low-pivot bike, I have to be more precise when I pump, and I only have an instant to do it. Same goes for corners. Is this a thing? I think so. Please debate in the comments.  All I know is I convinced myself I could feel it, and I liked it.

The rear end rode super light and easily moved out of the way of bumps. Frame stiffness also felt well balanced. I never felt like I was getting shaken around, but it was also stiff enough not to wind up and spring back in corners. It was smooth, and when I wanted more ground feel, I could add it with the anti-squat or compression. I liked being able to cut out all the trail chatter as you learn a trail, then add that feedback back in as you start to charge and seek more speed.

Gracey has put the Team DH on top of World Cup podiums, and it makes sense after riding it. It’s comfortable enough to keep you fresh and still supportive enough to push. I expected the fully rearward axle path to shift my weight distribution through the travel, leaving me guessing where to put my body to weight the bike appropriately for corners and jumps, but it was a pleasant surprise that it was a non-issue. I came in with a preconceived opinion about what a fully rearward axle path would do, and I was wrong… it wasn’t an issue.

I liked the bike’s braking performance. It didn’t bite into the ground as much as some bikes with lower anti-rise, but it had plenty of bite to stay planted and avoid feeling skittish. I loved that it didn’t care if I dragged the brake in steep chunk. It never pitched me forward or felt teeter-totterish, remaining composed in big step sections (reminiscent of the V10, but with slightly better braking). The anti-rise drops a lot through the travel, but I couldn’t pull out how that affected on-trail performance for better or worse.

Overall, the Team DH is a really well-sorted bike that I’d totally own and race. It suits my preferences for fit, pump platform, tunable ground feel, and chassis comfort. The aluminum front triangle can take a beating, and the light rear end is worth the extra care carbon sometimes needs. Well done, Norco.

Want more downhill bike reviews? Check out Vital's Summer of Downhill series