Rocky Mountain Instinct Powerplay SL
Wheel Size: 27.5” (XS), 29” (S – XL)
Travel: 145 mm rear / 150 mm Front
Geometry Highlights:
- Sizes offered: Small, Medium, Large, XL
- Headtube angle: 64.0º (neutral geometry setting; adjustable between 63.5 and 64.2)
- Seat tube angle: 77° (neutral geometry setting)
- Reach: 480 mm (size Large, neutral geometry setting; adjustable +/- 5 mm via reach adjust headset)
- Chainstay length: XS: 430 mm, SM – MD: 440 mm, LG – XL: 450 mm
Drive System Highlights:
- Motor: Dyname S4 Lite
- Torque: 65 Nm
- Power: 550 W
- Battery: 480 Wh with optional 314 Wh range extender (Overtime Pack 2.0)
- Display: Rocky Mountain Jumbotron
- Remote: Rocky Mountain Micro Remote
Frame Material: Aluminum and carbon fiber versions available
Stated Weight: 43 lbs / 19.5 kg (size Large, C90 build)
Price: Complete bikes from $5,499 to $11,999
Blister’s Measured Weight: (Instinct Powerplay SL Carbon 70, size Large): 43.87 lbs / 19.89 kg
Test Locations: Colorado, New Mexico
Reviewer: Simon Stewart (6’, 170 lbs / 183 cm, 77.1 kg)
Test Duration: 4 months
Intro
The light assist eMTB category has blown up this year, and you could argue Rocky Mountain is a bit late to the party, but Rocky Mountain doesn’t just pick an off-the-shelf motor when designing their eMTBs — they engineer and build their own, which takes time.
The Instinct Powerplay SL features the new Dyname S4 Lite drive system paired with geometry that looks very similar to the un-powered Instinct we recently reviewed (and really liked). Perhaps being late to the party gave Rocky Mountain time to let the dust settle, study the competition, and potentially come away with an advantage — we have an Instinct Powerplay SL on the way and can’t wait to find out.
The Frame
Aesthetically, the Instinct Powerplay SL looks very similar to the standard Instinct Powerplay. A keen eye may notice the slightly smaller footprint of the motor and lack of chainstay adjustment, but overall, they’re almost indistinguishable.
Many of the frame details of the Instinct Powerplay have carried over to the Instinct SL, like the Smoothlink Suspension System. Rocky Mountain labels it as a mid-high pivot design that features a horizontally mounted shock and their typical Horst-Link arrangement to achieve 145 mm of rear travel. Rocky Mountain hasn’t provided any suspension graphs, but they state riders can expect increased mid-stroke support and small bump compliance (presumably compared to the full-power version).
The Instinct Powerplay SL is available with either an aluminum or carbon fiber frame. On the carbon version, the front and rear triangles utilize Rocky Mountain’s proprietary “Smoothwall” carbon technology, while the Aluminum versions get their Form Alloy front and rear. All the frames have the familiar RIDE-4 adjustable geometry system and adjustable reach headset.
Rocky Mountain has equipped the Instinct Powerplay SL with a SRAM UDH, which adds the versatility to spec SRAM Transmission. The SRAM UDH makes it tricky to incorporate adjustable chainstays, which is likely why the Instinct Powerplay SL doesn’t have them. I really liked the adjustable chainstays on both the Instinct and Instinct Powerplay, so I’ll miss that adjustability.
That said, the Instinct Powerplay SL does have proportional chainstays with a 10 mm difference in lengths depending on the size (XS: 430 mm, S–M: 440 mm, L–XL: 450 mm).
Another interesting detail is that Rocky Mountain will offer a “mullet link” to convert the Instinct Powerplay SL to a mixed-wheel-size bike, something we haven’t seen on any of their other eMTBs. Although they are clear that it is primarily designed to have 29” wheels, it’s good to see a mullet option.
Other frame details include fully enclosed cable routing, a two-bolt removable battery, and water bottle mounts that can also be used to mount the Overtime Pack 2.0 range extender.
Drive System
Rocky Mountain designs and makes its own drive systems with some of the most powerful motors currently available. For example, their full-power Dyname 4.0 motor has a claimed 108 Nm of torque and 700 watts of peak power, and for reference, both Shimano (EP801) and Bosch (CX Line) are stated to deliver 85 Nm and 600 watts.
Following the trend of making powerful motors, I was expecting their new lightweight drive system to follow suit. And by the numbers, I’d say it has: the Dyname S4 Lite is stated to produce 550 watts and 65 Nm of Torque. And while that’s down 50 watts of peak power when compared to the category-leading Bosch SX motor, the Dyname S4 Lite’s 65 Nm bests the SX motor by 10 Nm in the torque department.
Rocky Mountain describes the Dyname S4 Lite as a low-rpm, high-efficiency motor, which aligns with how they describe their full-power drive systems. Due to some unique architecture, their motors are claimed to spin slower to produce a more natural feel than many of their competitors. Having spent quite a bit of time on the full-power Dyname 4.0 motor, I’d say it does feel slightly more natural than the Shimano EP801 or Bosch CX motors. In general, light-assist motors have an inherently more natural feel than full-power motors since they all require more rider input, so it will be interesting to see how the Dyname S4 Lite compares to the Bosch SX, Fazua Ride 60, and TQ HPR 50.
On paper, the Dyname S4 Lite looks very appealing. I think one of the biggest drawbacks to light-assist motors is their lower torque output (in comparison to full-power motors), and with 65 Nm on tap, the Dyname S4 Lite has the highest torque of any of the light-assist motors I’ve been on to date. The Bosch SX motor, for example, has the same peak power (600 watts) as the full-power CX motor, but doesn’t feel anywhere near as powerful due to its 55 Nm of torque, versus the 85 Nm the CX puts out. If the Dyname S4 Lite ends up having similar power delivery characteristics to the full-power Dyname 4.0 motor, in which it favors a lower cadence to produce power, and in conjunction with its category-leading 65 Nm of torque, it has the potential to really stand out.
I like Rocky Moutain’s Jumbotron integrated top tube display that comes on the Instinct Powerplay, and they use the same display for the Instinct Powerplay SL. It has a screen, is intuitive to use, and has all the information I’m looking for when riding an eMTB. I find minimalist displays like the Bosch System Controller or the Fazua Ride 60 display to be pretty good overall, but both require getting your phone out for crucial data like actual battery level, which I’m not fond of. Since none of Rocky Mountain’s eMTBs have app support, the Jumbotron handles all the customizing options as well as diagnostics — which has its pluses and minuses. Most notably there’s no capability to perform over-the-air updates, but on the plus side, it’s nice not to have to connect via an app to customize settings.
Fit & Geometry
The Instinct Powerplay SL is available in five sizes, XS, S, M, L, and XL. I’m pretty happy to see Rocky Mountain offering it in a size XS — eMTBs that size aren’t very common, mostly due to the packaging constraints of fitting a battery into the downtube of a tiny bike, so thumbs up to Rocky Mountain for making an eMTB for smaller riders. The size XS is available in 27.5” only, with geometry that is consistent with the rest of the size range.
Reach numbers start at 430 mm for the size XS, and go up 25 mm per size to 480 mm for the size Large. There is a bigger 30 mm jump up to 510 mm for the size XL — all within the normal range of what we’re used to seeing. At 6’ / 183 cm, and having spent time on a size Large un-powered Instinct (which has almost identical sizing and geometry), I can confidently say that the size Large Instinct Powerplay SL will also be a good fit for me. And if the reach is on the short or long side of your preference, there is +/- 5mm of adjustability from the headset.
Rocky Mountain’s RIDE-4 adjustable geometry system bakes in a ton of versatility. The RIDE-4 system changes to the head and seat tube angles are subtle, differing by .2º to .5º for each position — in the slackest position the head angle is 63.5º, and in the steepest, it is 64.2º, with the seat tube angles at 76.5º and 77.2º respectively.
The RIDE-4 system does affect other geometry numbers as well, and on the un-powered Instinct, I found the reach and bottom bracket drop to be the most noticeable. Being able to adjust the reach independently with the headset is a big plus since it helps keep the reach somewhat consistent when in different RIDE-4 settings.
One of the things that stood out for me on the Instinct Powerplay was the low bottom bracket in the slacker RIDE-4 positions (42 mm of drop, slack RIDE-4 position, size Large). Living in a rocky area, crank clearance is a big consideration, and the Instinct Powerplay was challenging to ride in the slackest position due to constantly hitting the cranks.
On paper, the Instinct Powerplay SL has a slightly higher bottom bracket (39 mm of drop, slack RIDE-4 position, size Large) — millimeters matter, and the Instinct Powerplay SL in the slackest position has the same bottom bracket drop that the Instinct Powerplay has in position 2 (second slackest position). On the Instinct Powerplay, there was a noticeable difference in crank strikes between RIDE-4 positions 1 (slackest) and 2, so I’m optimistic the Instinct Powerplay SL will fare better in rocky terrain.
The Builds
Rocky Mountain offers the Instinct Powerplay SL in six build levels between the aluminum and carbon models. All the builds have the same Dyname S4 motor and 480 Wh battery, and Rocky Mountain also keeps things consistent with the same display and remote across the range — it’s nice to see Rocky Mountain not cutting any corners there.
Not surprisingly, since the new frame now incorporates a UDH (and is the first Rocky Mountain eMTB to do so), three of the builds feature SRAM Transmission drivetrains. Historically, Rocky Mountain has favored Shimano parts for its eMTBs, and the Instinct Powerplay SL is their first eMTB to have builds with SRAM drivetrains and brakes. I think this is a good move for Rocky Mountain, given how good SRAM Transmissions have proven to be at shifting gears under the additional loads of eMTB motors.
Overall the builds have a nice variety of options. The Alloy 30 build at $5,499 offers an affordable entry into light-assist eMTBs, and at the other end of the spectrum, the Carbon 90 build should leave little in need of upgrading. I think the $7,999 Carbon 50 would be my pick for best overall value — it has a solid spec with an XT drivetrain and brakes, along with a RockShox Lyrik Select fork and Super Deluxe Select+ rear shock.
- Frame: Aluminum
- Drivetrain: Shimano Deore 12spd
- Motor: Rocky Mountain Dyname S4 Lite
- Battery: 480 Wh
- Fork: RockShox Psylo Gold RC (150 mm)
- Shock: RockShox Deluxe Select+
- Brakes: Shimano MT4120 4 Piston with 203 mm rotors
- Wheels: WTB ST i30 TCS 2.0 rims w/ Shimano TC500 hubs
- Dropper Post: X Fusion Manic Composite (Size XS – S: 125mm; M: 150 mm; L: 170 mm; XL: 200 mm)
- Frame: Aluminum
- Drivetrain: Shimano XT
- Motor: Rocky Mountain Dyname S4 Lite
- Battery: 480 Wh
- Fork: RockShox Lyrik Select (150 mm)
- Shock: RockShox Super Deluxe Select
- Brakes: Shimano MT6120 4 Piston with 203 mm rotors
- Wheels: WTB KOM Team i30 TCS 2.0 rims w/ Novatec MTB SL rear and Rocky Mountain SL front hubs
- Dropper Post: X Fusion Manic Composite (Size XS – S: 125mm; M: 150 mm; L: 170 mm; XL: 200 mm)
- Frame: Aluminum
- Drivetrain: SRAM GX Transmission
- Motor: Rocky Mountain Dyname S4 Lite
- Battery: 480 Wh
- Fork: RockShox Lyrik Select+ (150 mm)
- Shock: RockShox Deluxe Select+
- Brakes: SRAM Code Bronze Stealth with 200 mm rotors
- Wheels: Race Face AR 30 rims w/ DT 370 rear and Rocky Mountain SL front hubs
- Dropper Post: OneUp V3 (Size S: 120mm; M: 150 mm; L: 180 mm; XL: 210 mm)
- Frame: Carbon
- Drivetrain: Shimano XT
- Motor: Rocky Mountain Dyname S4 Lite
- Battery: 480 Wh
- Fork: RockShox Lyrik Select (150 mm)
- Shock: RockShox Super Deluxe Select+
- Brakes: Shimano XT Trail 4 Piston with 203 mm rotors
- Wheels: WTB KOM Team i30 TCS 2.0 rims w/ Novatec MTB SL Pro rear and Rocky Mountain SL front hubs
- Dropper Post: X Fusion Manic (Size XS – S: 125mm; M: 150 mm; L: 170 mm; XL: 200 mm)
- Frame: Carbon
- Drivetrain: SRAM GX Transmission
- Motor: Rocky Mountain Dyname S4 Lite
- Battery: 480 Wh
- Fork: Fox 36 Float EVOL GRIP X Performance Elite (150 mm)
- Shock: Fox Float X Performance Elite
- Brakes: SRAM Code Silver Stealth with 200 mm rotors
- Dropper Post: Fox Transfer Performance Elite (Size XS – S: 120mm; M: 150 mm; L: 180 mm; XL: 210 mm)
- Frame: Carbon
- Drivetrain: SRAM XO Transmission
- Motor: Rocky Mountain Dyname S4 Lite
- Battery: 480 Wh
- Fork: Fox 36 Float EVOL GRIP X2 Factory (150 mm)
- Shock: Fox Float X Factory
- Brakes: SRAM Code Ultimate with 200 mm rotors
- Wheels: RaceFace ERA Carbon
- Dropper Post: Fox Transfer Factory (Size XS – S: 120mm; M: 150 mm; L: 180 mm; XL: 210 mm)
Full Review
Rocky Mountain already had an excellent Trail-focused eMTB in the Instinct Powerplay, but is leaning further into the Trail category with the lighter-weight, lower-powered Instinct Powerplay SL.
The “SL” designation has become synonymous in the bike industry for eMTBs that sacrifice power and range in favor of lighter weight and the corresponding handling characteristics that have more in common with unpowered mountain bikes than full-powered eMTBs.
But the Instinct SL gives up very little to full-power eMTBs in the power department and yet still manages to come in at a competitive weight for the category. On top of that, Rocky Mountain has borrowed nearly identical geometry from the unpowered Instinct, which is high on my list of favorite Trail bikes. That recipe shows a lot of promise, and we rode the Instinct Powerplay in a wide range of conditions from Colorado to New Mexico to properly get to know it.
Fit & Sizing
Simon Stewart (6’, 170 lbs / 183 cm, 77 kg): Sharing very close geometry (and adjustability) to the Instinct (a bike I put a ton of miles on), I had a good idea of where to start in the fit department for our size Large Instinct Powerplay SL review bike. I set up the Instinct Powerplay SL to closely mirror my preferred setup on the Instinct — the Ride4 system in the neutral position, and the adjustable headset cups in the +5 mm setting. In that configuration, the numbers come out to 485 mm of reach, a 64.0º head tube angle, a 76º seat tube angle, 633 mm of stack height, and 450 mm chainstays (which are size-specific but non-adjustable). Like our Instinct review bike, the early production Instinct Powerplay SL shipped with a short steerer tube, allowing for only 10 mm of spacers under the stem (production bikes get 30 mm). And because I got along well with the low bar height on the Instinct, I tried the Instinct Powerplay SL with the stock bars first, but after one ride I knew it wasn’t going to work for me, and swapped in some 38 mm rise bars.
After the bar swap, I put a good few miles on the Instinct Powerplay SL without changing the setup further, but it still didn’t feel completely dialed. It’s not that the fit wasn’t comfortable, because it was, but it had more to do with me looking for a riding position that would help give the Instinct Powerplay SL a more playful feel. I decided to try shortening the reach and put the neutral headset cups back in, which dials the reach back from 485 mm to 480 mm. While not a night-and-day difference, the slightly more compact fit did exactly what I wanted it to by moving the fore/aft balance reward, giving the Instinct Powerplay SL a touch more playfulness.
I think one of the reasons I got along so well with the unpowered Instinct with the longer reach and lower bar position is that it was such an inspiring climber that I wanted to be a bit more stretched out than I might otherwise. For me, being more stretched out helps engage different muscle groups while climbing, which in turn drives higher wattage efforts that are super rewarding on the Instinct.
Adding a motor to the equation obviously changes pedaling dynamics, and I typically put less emphasis on dialing in the fit to generate power in favor of maximizing my preferred handling characteristics. On the Instinct Powerplay SL that meant shortening the reach and raising the bar height compared to what I preferred on the standard Instinct. After all the tweaks, I’m happy with the my position on the bike when climbing and descending, and feel like I found a nice balance of playfulness and control.
Climbing
With a class-leading power-to-weight ratio, the Instinct Powerplay SL is a very good climber and is just slightly off the pace of full-power eMTBs on most climbs. The Dyname S4 Lite has very similar power delivery to the full-power Dyname 4.0 motor, which is highlighted by the proportional character of how the power is delivered. The more power you put in, the more power the motor puts in, and it does so in a very natural way. The power delivery never feels abrupt or hard to manage.
Adding to the natural character of the drive system, the Instinct Powerplay SL’s as-tested weight of 43.87 lbs / 19.89 kg contributes to an eMTB that is easy to maneuver in tight technical terrain. I was impressed by the traction the non-powered instinct was capable of in loose conditions, and the Instinct Powerplay SL continues the same tradition. Even when climbing exceptionally steep terrain, the Instinct Powerplay SL manages the Dyname S4 Lite’s torquey power delivery without breaking traction. Unfortunately, I wasn’t able to subject the Instinct Powerplay SL to some of my benchmark climbs since they are currently snow-packed, but based on how well the Instinct did on similar climbs, I’m confident it would have put in a good showing. Light-assist eMTBs often struggle in these super steep technical sections, but the Instinct Powerplay SL’s impressive peak power (550 w) and torque (65 Nm) in a lightweight package offer near full-power eMTB performance in these conditions.
Thankfully, at least for my preferences, Rocky Mountain gave the Instinct Powerplay SL a higher bottom bracket height than the Instinct and Instinct Powerplay. On top of that, they spec it with 165 mm length cranks (the other bikes have 170 mm cranks), which makes a big difference in crank clearance, especially in the mostly rocky terrain I ride in — I immediately noticed fewer crank strikes. In both the Instinct and Instinct Powerplay, my preferred Ride4 position was largely dictated by increasing crank clearance. Interestingly, I still settled on the same neutral Ride4 position for the Instinct Powerplay SL. I find the neutral position matches its athletic and agile personality while offering more versatility than the other positions. Plus, the increased crank clearance (while not as necessary as it was on the Instinct and Instinct Powerplay) is still beneficial.
On undulating trails, I really enjoy the Instinct Powerplay SL’s quick reflexes and maneuverability. It is super fun to throw around on tight trails and handles quick weight shifts well when transitioning up short punchy climbs.
The Instinct Powerplay SL shines the brightest in tight, technical conditions where its agility, low weight, and torquey motor make it a very competent technical climber.
Descending
The Instinct Powerplay SL gets an additional 5 mm of rear travel over the Instinct Powerplay (145 mm vs 140 mm), which is interesting given its lighter weight “SL” position in their eMTB lineup. In addition to the extra travel, the Instinct Power Play SL’s rear suspension comes across as a bit more refined than the Instinct Powerplay’s — it feels more supportive, but without any sacrifice in sensitivity, which imparts it with an overall sense of being more controlled.
Now, the Instinct Power Play SL’s rear suspension is managing a good bit less weight than the Instinct Powerplay (about 7 lbs / 3.2 kg less), which likely contributes to it feeling more controlled, but I’d still say Rocky’s Mountain’s claim of increased mid-stroke support and small bump compliance is accurate.
As I mentioned above, I settled on the same neutral Ride4 position I preferred on both the Instinct and Instinct Powerplay — I find the neutral position to complement the Instinct Powerplay SL’s personality when descending, too. Agility is one of Instinct Power Play SL’s strong suits, and in the neutral position, its handling really gels. Plus, I consider a 64º headtube angle to be the sweet spot for mid-travel Trail bikes, which is exactly where it ends up in my preferred neutral Ride4 setting (position 3).
Unlike the Instinct and Instinct Powerplay, the Instinct Powerplay SL does not have adjustable chainstays, but they are size-specific, and for our size Large in the neutral position, they come in at 450 mm (the length changes slightly in the different Ride4 settings). That 450 mm figure is on the long side for me, and I miss having the adjustability since I preferred the shorter chainstay position on the Instinct and Instinct Powerplay. I found the shorter chainstay setting on those bikes added to the liveliness and playfulness without any major drawbacks for me (though, granted, I don’t have the super steep terrain a couple of our editors ride in the PNW, where they typically prefer longer chainstays).
Despite the longer chainstays, the Instinct Powerplay SL scores highly in the agility department and has quick reflexes that make it easy to manage line changes at speed. Much of the weight that has been trimmed off the Instinct Powerplay by the Dyname S4 Lite drive system is in the downtube and bottom bracket area, which gives the Instinct SL’s front end a light feel. I notice long chainstays on eMTBs when picking up the front end and doing manuals, especially when there’s a lot of weight in the downtube from big batteries. But due to the instinct Powerplay SL’s light front end (compared to most full-power eMTBs), pulling up for manuals and getting over ledges feels very similar to the heavier Instinct Powerplay (in the short chainstay setting). However, I can’t help but wonder how much more hooning I could do with shorter chainstays on the Instinct Powerplay SL.
Part of the credit for the light-feeling front end comes from the decision to spec a Fox 36 fork versus a Fox 38 fork, which is, without a doubt, the obvious choice for a light-assist Trail eMTB. Most of the time, the 36 does a great job, but the Instinct Powerplay SL is still an almost 44 lb bike, and the geometry encourages pushing high speeds, and that’s when it’s possible to find the limits of the smaller fork – it’s just not as stiff, and when managing the extra weight of eMTBs at higher speeds they start to lose some precision and require more effort to stay on your line.
We currently have a Canyon Spectral ON:Fly in for review which has a more Enduro focus and is spec’d with a Fox 38, and while the difference between a Fox 36 and 38 isn’t very noticeable when riding more mundane trails, once you up the amplitude and trail difficulty the difference is actually quite big. Simply put, light-assist eMTBs, while lighter than full-power eMTBs, are still heavy in comparison to non-powered mountain bikes and absolutely benefit from forks with larger stanchions. Of course, I realize it’s a fine line of adding weight to a bike that’s trying hard to be lightweight, and I’m honestly a bit conflicted myself, but I’m leaning towards it being an acceptable trade-off.
Overall, the Instinct Powerplay SL is a confidence-inspiring descender that does its best work in tighter, twistier terrain where it can tap into its agility and athleticism.
The Build
We received the Instinct Powerplay SL in the Carbon 70 build, one down from the top-spec Carbon 90 build, but considerably less expensive ($9,699 vs $11,999). The Carbon 70 build would likely be my choice in the lineup since I think it has a well-thought-out spec that doesn’t need any upgrades, although the alloy 70 BC Edition caught my eye, too. The Alloy 70 BC Edition has a much easier-to-digest price of $7,999 and an equally well-thought-out spec, but the alloy frame adds a good bit of weight, and at a 48 lb claimed weight (which is in full-power eMTB territory), is a bit of a deal breaker for me. My take is if I’m going to go down the light-assist road, then I want the bike to be light; otherwise, I might as well be on a full-power eMTB.
When recommending a build level, I typically advise investing in suspension and brakes over the drivetrain and wheels. For example, if the bike in question has Fox suspension, then I recommend finding the lowest-priced build with Performance Elite level suspension at a minimum if budget allows. The Instinct Powerplay SL in the Carbon 70 build is the lowest-priced build with Fox Performance Elite suspension front and rear.
In the brakes department, the Carbon 70 build comes with SRAM Code Silver Stealths — up until recently, the SRAM Code line of brakes has been my preferred brakes. I say “up until recently” because I’ve been spending time on SRAM’s Maven brakes, which have booted the Codes off the top step in my book. I’d rather see Mavens over Codes on just about any eMTB to manage the extra weight and speed. That said, the Codes spec’d on the Instinct SL are still a solid choice; I’ve just been spoiled by the Mavens.
I was very happy to see that Rocky Mountain went with 165 mm length cranks on the Instinct Powerplay SL versus the 170 mm cranks they spec on the Instinct Powerplay. In my opinion, there’s very little benefit to longer cranks on an eMTB since you have to pedal to get motor support, which often means pedaling through chunky rocky sections where crank clearance is crucial.
Rocky Mountain went with the Maxxis Minion DHF 2.5 WT 3C MaxxTerra EXO+ in the front and a Maxxis Minion DHR II 2.4 WT 3C MaxxTerra EXO+ in the rear for the tire spec on the Instinct Powerplay SL — a pretty common and safe combo. But I’ve grown pretty fond of the Maxxis Dissector for a rear tire, and for the conditions I ride in, and on a light-assist eMTB, I think it’s a better choice — it rolls faster, and I like how it lets go a little sooner, which makes squaring off corners really fun.
I was glad to see that the Instinct Powerplay SL got the updated 2025 FOX Transfer dropper post because I knew I would be testing it in cold conditions, an area where previous versions of the Transfer posts had frequent issues. Well, the new version is quite a bit better, but unfortunately, it’s still not completely free of sticking when the temperature drops (usually under 35º F) — it routinely would not fully extend and needed the lever to be actuated a second or third time to get it to top out.
Apart from the dropper post issues, my preference for higher-rise handlebars, and a Dissector rear tire, the Carbon 70 build has been spot on.
Drive System and Range
On paper, the Dyname S4 Lite is one of the more powerful light-assist drive systems available. And while the 550 watts of peak power is very competitive, it’s the 65 nm of torque that makes it a category leader. Torque is usually more noticeable than power since it’s what you feel right away when taking off from a stop and accelerating out of corners. Power, on the other hand, comes more into play as you increase the cadence and helps maintain sustained higher speeds.
The Dyname S4 Lite shares the same five assist levels as the rest of Rock Mountain’s eMTBs, including “It’s All You,” “Eco,” “Trail,” Trail+,” and ”Ludicrous.” You can also customize the “Boost”, which is how much rider effort is required to achieve the assist percentage of the mode you are in. For example, in Trail+ mode, there is 75% assist available, and “Boost” determines how much rider effort is needed to get to 75%. “Boost” is tunable from -2 (most rider effort needed) to +2 (least rider effort needed).
The Instinct Powerplay SL adds a new “Sport” setting that can be turned on in the customization menu. It is a separate setting that, once turned on, applies to all five assist levels. From what I can tell, it essentially does the same thing as the customizable “Boost” setting by decreasing the amount of rider input needed to achieve maximum torque and power for the assist level you’re in. Our early production review bike didn’t initially come with the available “Sport” setting, and I turned the “Boost” up to +2 as I did on the Instinct Powerplay. That had a similar result on both bikes, giving the Instinct Powerplay SL an overall more powerful and responsive feel.
After the system was updated to include the new “Sport” setting and the Sport mode was turned on, the Instinct Powerplay SL immediately felt considerably more powerful. Neither “Boost” or “Sport” settings (or the combination of “Boost” at +2 and “Sport” turned on) change the amount of available power and torque; you still get 550 watts of power and 65 Nm of torque, but you get to those numbers faster and with less rider effort, which is what gives the impression of having more power and torque.
You can choose either the factory setting for assist percentage in each mode or tweak them individually and save up to two custom tune files in either the Tune A or Tune B setting. I have Tune A saved with “Boost” at +2 and “Sport” turned on. However, in that setting, there is a noticeable decrease in range, and if I’m trying to maximize range, then I revert back to the factory setting where the system is a lot less thirsty.
Interestingly, the Dyanme S4 Lite (or the Dyname 4.0 for that matter) does not have any overrun — which is when the motor keeps providing assistance after you stop pedaling. I’m a big fan of overrun (or extended boost as Bosch refers to it). Rocky Mountain has taken the stance that their motors offer very natural-feeling power delivery, and they consider overrun to be unnatural, which I can’t argue with, but I still prefer having some (actually a lot…).
Rocky Mountain’s Jumbotron display handles all the assist functions, customization, calibration, and diagnostics for the Dyname S4 Lite drive system. Overall, the Jumbotron gets it right for an integrated top tube display with a simple, elegant design, and just the right amount of information. I prefer it over both Bosch and Shimano’s minimalistic top tube displays.
The Dyname S4 Lite drive system does not have app support, which depending on who you ask may be considered a plus or minus. I’m mostly impartial, but I do enjoy not having to get my phone out during rides to check the battery percentage or to customize assist modes. However due to the lack of app support, there is no over-the-air update functionality. If there is an update, as was the case with our early production review bike, a trip to the dealer is necessary to get it sorted — which meant I had to drive over 30 miles to the nearest Rocky Mountain dealer for the update.
The Instinct Powerplay SL’s 480 Wh battery is one of the larger ones in the light-assist category. Between the good-sized battery, low overall weight, and (presumably) good efficiency of the Dyname S4 Lite drive unit, the Instinct Powerplay SL puts in a strong showing for range. Rocky Mountain claims it offers 90% of the range of the Dyname 4.0 drive system with the 720 Wh battery. The Instinct Powerplay (with the Dyname 4.0 drive system) we reviewed is long gone, so I didn’t get to test that claim directly. I did, however, compare it to the Santa Cruz Vala we currently have in for review, which has the updated Bosch CX motor with a 600 Wh battery, and I find that the Instinct Powerplay SL matches it closely for range. Doing some rudimentary math, that makes sense — the Instinct Powerplay SL gives up 120 Wh of battery capacity to the Vala but is lighter and has less power and torque, so the draw on the battery is theoretically less.
When compared to other light-assist drive systems, the Dyname s4 Lite easily bests the TQ HPR 50 and Bosch SX systems, but the Fazua Ride 60 runs it pretty close. I haven’t back-to-back tested the Dyname S4 Lite and Fazua Ride 60, but I have ridden them on the same trails, and my unscientific opinion is that the Dyname S4 Lite has a slight advantage.
And there’s one other variable: currently, Fazua does not have a range extender option (there have been rumors of one for almost two years now), but Rocky Mountain does — their Overtime Pack 2.0 range extender adds 314 Wh, giving the Dyname S4 Lite a total of 794 Wh, for a clear advantage over most of the light-assist eMTB competition.
Noise-wise, the Dyname S4 Lite isn’t the quietest light-assist drive system (that distinction goes to the almost silent TQ HPR50), and I rate pretty it much equal to the Fazua Ride60 and Bosch SX on the overall noise level. Like the standard Dyname 4.0, the Lite version also has a lower pitch than most and delivers more of a growl than a whine.
Charging is another strong point for the Dyanme S4 Lite due to its class-leading charging times. When using the supplied 4-amp charger, it’s fast — going from almost empty to fully charged in under three hours.
Overall, the new Dyname S4 Lite drive system impressed me. It puts out competitive power and class-leading torque while also returning some of the best range I’ve seen yet in the light-assist category. The only drawback is the slight bit of motor vibration you can feel in your feet transmitted through the pedals. Rocky Mountain says they changed the location of the bottom bracket from the frame (Dyname 4.0) to the motor directly (Dyname S4 Lite), which provides a more direct path for the small vibrations to affect the pedals. It’s a tradeoff that was made to reduce the weight and bulk of the bike while keeping the same torque response and power from the motor. It’s mostly only noticeable when riding on paved and smooth gravel roads — once on the trail with a properly lubed chain, it’s not an issue.
Rocky Mountain’s Jumbotron display handles all the assist functions, customization, calibration, and diagnostics for the Dyname S4 Lite drive system. Overall, the Jumbotron gets it right for an integrated top tube display with a simple, elegant design, and just the right amount of information. I prefer it over both Bosch and Shimano’s minimalistic top tube displays.
The Dyname S4 Lite drive system does not have app support, which depending on who you ask may be considered a plus or minus. I’m mostly impartial, but I do enjoy not having to get my phone out during rides to check the battery percentage or to customize assist modes. However due to the lack of app support, there is no over-the-air update functionality. If there is an update, as was the case with our early production review bike, a trip to the dealer is necessary to get it sorted — which meant I had to drive over 30 miles to the nearest Rocky Mountain dealer for the update.
The Instinct Powerplay SL’s 480 Wh battery is one of the larger ones in the light-assist category. Between the good-sized battery, low overall weight, and (presumably) good efficiency of the Dyname S4 Lite drive unit, the Instinct Powerplay SL puts in a strong showing for range. Rocky Mountain claims it offers 90% of the range of the Dyname 4.0 drive system with the 720 Wh battery. The Instinct Powerplay (with the Dyname 4.0 drive system) we reviewed is long gone, so I didn’t get to test that claim directly. I did, however, compare it to the Santa Cruz Vala we currently have in for review, which has the updated Bosch CX motor with a 600 Wh battery, and I find that the Instinct Powerplay SL matches it closely for range.
Doing some rudimentary math, that makes sense — the Instinct Powerplay SL gives up 120 Wh of battery capacity to the Vala but is lighter and has less power and torque, so the draw on the battery is theoretically less.
When compared to other light-assist drive systems, the Dyname s4 Lite easily bests the TQ HPR 50 and Bosch SX systems, but the Fazua Ride 60 runs it pretty close. I haven’t back-to-back tested the Dyname S4 Lite and Fazua Ride 60, but I have ridden them on the same trails, and my unscientific opinion is that the Dyname S4 Lite has a slight advantage.
And there’s one other variable: currently, Fazua does not have a range extender option (there have been rumors of one for almost two years now), but Rocky Mountain does — their Overtime Pack 2.0 range extender adds 314 Wh, giving the Dyname S4 Lite a total of 794 Wh, for a clear advantage over most of the light-assist eMTB competition.
Noise-wise, the Dyname S4 Lite isn’t the quietest light-assist drive system (that distinction goes to the almost silent TQ HPR50), and I rate pretty it much equal to the Fazua Ride60 and Bosch SX on the overall noise level. Like the standard Dyname 4.0, the Lite version also has a lower pitch than most and delivers more of a growl than a whine.
Charging is another strong point for the Dyanme S4 Lite due to its class-leading charging times. When using the supplied 4-amp charger, it’s fast — going from almost empty to fully charged in under three hours.
Overall, the new Dyname S4 Lite drive system impressed me. It puts out competitive power and class-leading torque while also returning some of the best range I’ve seen yet in the light-assist category. The only drawback is the slight bit of motor vibration you can feel in your feet transmitted through the pedals. Rocky Mountain says they changed the location of the bottom bracket from the frame (Dyname 4.0) to the motor directly (Dyname S4 Lite), which provides a more direct path for the small vibrations to affect the pedals. It’s a tradeoff that was made to reduce the weight and bulk of the bike while keeping the same torque response and power from the motor. It’s mostly only noticeable when riding on paved and smooth gravel roads — once on the trail with a properly lubed chain, it’s not an issue.
Who’s It For?
I think the Instinct Powerplay SL is a good choice for riders who like to put in a good bit of their own power rather than letting their drive system do most of the work, and are after an eMTB with handling characteristics that are closer to nonpowered bikes than many full-power ones can get. Also, if riding with friends on full-power MTBs is in the cards, then the category-leading power and range of the Dyname S4 Lite will help keep them in sight, and with the addition of the available range extender, it will likely outlast most of them.
Bottom Line
The Rocky Mountain Instinct Powerplay SL combines one of the most powerful light-assist drive systems available with a responsive and nimble chassis that blurs the line between light-assist and full-power eMTBs. In the light-assist category, you often get either power or range, but the Instinct Powerplay SL gives you a good bit of both, which adds to its versatility and makes it a very compelling choice.
Deep Dive Comparisons
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Deep Dive: Rocky Mountain Instinct Powerplay SL
We compare the Instinct Powerplay SL to the Santa Cruz Heckler SL, Pivot Shuttle SL, Canyon Spectral:ONfly, Norco Fluid VLT 130, Cannondale Moterra SL, and Pivot Shuttle AM.
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Just stopped in to let y’all know that peak power on the S4 lite is measured at 80rpm cadence. The claimed peak power on the Bosch SX is somewhere up in the 110-120 rpm range.
Signed,
Alex the product guy
That’s important info.
Ultimately, HP/ watts = torque x rpm. That’s the trick the Bosch SX is using to reach the stated peak power, you have to greatly increase the RPM to ever see the watts but up until then, because the SX torque is lower, it’s going to have less power at the rear wheel.
love your reviews Simon – great detail and paint a picture of what someone would expect from the bike. your deep dives point out may subtle differences in the different models you’ve tested. Im almost e-curious now!!!