Years in development on the World Cup circuit, the new Team DH is finally production-ready and brings Norco’s race platform to the public. With 200 mm of travel front and rear, five frame sizes and the much-refined HVP6 suspension, Norco aim to translate the race team’s hard-won lessons directly to the trail. We tested the new downhill bike in Val di Sole.

Norco Team DH 2 Fox | 200/200 mm (f/r) | 19.0 kg in S3 (manufacturer’s claimed weight)
US $7,999 | Manufacturer website

Forged on the World Cup circuit

Long before the Team DH reached production, it had already piled up plenty of race miles. According to Norco, the platform is the result of nearly five years of development, numerous prototypes and hundreds of days of testing. Throughout that process, it moved endlessly between testing, the workshop and the race track, each round of refinement feeding the next. Geometry, stiffness and suspension kinematics were refined over several development stages, with the World Cup providing the ultimate proving ground.

Greg Minnaar and Gracey Hemstreet provided continuous feedback under race conditions. Then there’s Kirk McDowall, who combines racing in the World Cup with his role as an engineer at Norco. According to Norco, McDowall gave the Team DH its final sign-off after racing it himself at the World Cup in YongPyong in May 2026. In other words, Norco’s engineers haven’t just been watching the project develop from the sidelines.

World Cup level fine-tuning: Kirk McDowall in action in South Korea.

The link between development and bike setup is interesting, too. Experienced development engineer Colin Ryan and race engineer Kirk McDowall both worked on the Team DH. They are also one of the key figures behind Norco’s Ride Aligned setup guide, which we consider to be one of the best on the market. At Norco, bike development and helping riders find their ideal individual setup therefore go hand in hand.

The Ride Aligned setup guide is one of the best in the business.

For the development process, Norco worked with an external partner to create their own telemetry system and kinematics software. With a six-bar suspension design in particular, the interaction between the links and pivots is highly complex. The bespoke software makes it easier to reconcile the desired kinematics with the available space in the frame. Engineers can define target parameters and limits for the pivot positions, then use optimisation tools to explore suitable configurations.

Telemetry, meanwhile, reveals what the suspension is actually doing out on the track. What might look like bottle cage mounts on the frame are in fact also there for attaching the data acquisition system. Combined with dyno testing and feedback from different riders, this allows Norco to compare measured data directly with how the bike feels on the trail. This blend of hard data and rider feedback also feeds into Ride Aligned.

And you can benefit from all of that without having your own race mechanic. Ride Aligned gives you a solid starting point for your setup based on your height, weight, riding position, terrain and personal preferences. Although it doesn’t replace those final few clicks of fine-tuning, it takes much of the guesswork out of finding your setup.

Why mullet only?

The Team DH combines a 29” wheel at the front and a 27.5” at the rear. Norco also tested a full 29” version during development.

One particularly interesting detail is that Greg Minnaar originally preferred the full 29” configuration and was convinced it was faster. Yet even after numerous back-to-back tests, the stopwatch showed no advantage. The mullet setup, on the other hand, ensures greater agility and more freedom of movement over the rear. Norco therefore decided to offer the production bike exclusively in this configuration. That also reflects what we see in the Downhill World Cup, where full 29ers are very much the exception rather than the rule.

The new 2027 Norco Team DH in detail

For the frame, Norco combine an alloy front triangle and a carbon swingarm. During the prototype stage, aluminium made it easier to alter the geometry and stiffness without having to produce new carbon moulds every time. For the production bike, however, ride feel was the key consideration. Norco wanted to preserve the bike’s handling characteristics and vibration response they had refined over countless development iterations. At the rear, carbon also helps reduce unsprung mass.

Getting the aluminium frame ready for production was anything but straightforward. With a six-bar suspension design in particular, the pivots have to sit exactly where they are intended. Even small deviations can alter the kinematics and, in turn, change how the bike rides. Norco therefore repeatedly checked sample frames using 3D scans. Working closely with the manufacturer, they refined the production process and alignment until the required tolerances could be achieved consistently. According to Norco’s engineers, it was the most complex aluminium frame project the company have undertaken to date.

Six links, tight tolerances: even small deviations on the pivot points can alter the suspension’s character.

That Norco’s team mechanics had a hand in the bike early on shows in how easy it is to live with. Cables and hoses run externally, all within easy reach, which makes quick component swaps between practice and racing far less of a chore. The cable and hose guide mounts are on the large side and look a touch bulky, yet the plastic components are high quality and built with servicing in mind. Seat stay and down tube protectors, the mudguard in front of the shock, the fork bump stops: all bolt on for easy replacement, and none of it calls for special tools. Printing torque values beside the bolts would have sharpened the job further, but they aren’t there.

Another distinctive feature is the use of spherical bearings in the shock linkage. When the rear end twists under side loads, for example in fast corners and with angled impacts on the rear wheel, they compensate for the resulting angle alterations. This allows the linkage to move as freely as possible without binding. It reduces unwanted side loads on the shock and is intended to keep the suspension responsive even when lateral forces are acting on the bike. More generally, Norco use large bearings throughout, which are designed to offer high durability and keep the rear suspension running smoothly.

What’s behind the Norco Team DH’s HVP₆ suspension?

At the heart of the Team DH is Norco’s HVP₆ suspension layout, a high-pivot six-bar design generating 200 mm of rear travel. The additional links between the rear triangle and shock give the engineers more freedom to tune the axle path, braking characteristics and leverage ratio independently.

Under compression, the HVP₆ layout takes the rear wheel on a predominantly rearward path, lengthening the rear centre as it moves deeper into the travel. The aim is for the wheel to retreat from square-edge hits rather than hang up on them, rolling through more cleanly and letting the bike hold speed over rough ground. The axle path only steepens towards vertical late in the stroke.

Alongside the rearward axle path, Norco also focused heavily on how the suspension behaves under braking. Around the sag point, a high level of anti-rise is intended to keep the geometry more stable under hard braking and counteract the forward weight transfer. Deeper into the travel, the braking influence decreases. This should allow the rear suspension to recover after hard compressions even while you are on the brakes, rather than remaining stuck deep in its travel.

As the suspension compresses, the rear wheel moves backwards and the rear centre lengthens. The movement of the lower link makes this axle path easy to see and is designed to help the rear wheel roll more easily over square-edge hits.

Two adjustments stand out for riders. Progression can be altered using the flip chips on the shock mounts. This moves both mounting points along the shock axis. According to Norco, switching from P- to P+ increases progression by around 2.5%. The leverage ratio only changes from the middle of the stroke onwards, while the initial part of the curve remains the same.

Norco have patented this type of progression adjustment. The advantage is that you can change the amount of support in the second half of the travel without altering the initial leverage ratio. That means spring rate, sag and shock tune do not need to be readjusted solely because you switch between P- and P+.

More support via flip chip: P+ increases progression by around 2.5% compared to P-, while the initial leverage ratio remains unchanged.

The second adjustment concerns the position of the idler pulley. Interchangeable mounting plates and guides let you switch between AS+ and AS-. This changes the anti-squat and therefore how strongly chain tension affects the rear suspension’s performance. According to Norco, AS- reduces anti-squat by 20% compared to AS+. This allows you to alter the effect of the drivetrain on the suspension without changing the underlying kinematics. The technology used here is licensed from i-Track.

The Team DH comes from the factory in P- and AS+. How noticeable those adjustments are on the trail, and which setup we preferred in Val di Sole, is something we’ll get into in the ride impressions further down.

The spec of the new 2027 Norco Team DH 2 Fox

Up front, a FOX 40 Performance Elite with GRIP X2 damping delivers 200 mm of travel. At the rear, a FOX DHX2 Factory with 250 × 75 mm eye-to-eye length and stroke controls the suspension. A useful extra is the Sprindex spring that Norco include alongside the stock spring. It lets you fine-tune the spring rate within its adjustment range without having to swap to a different spring.

Shifting is taken care of by a mechanical seven-speed SRAM GX DH drivetrain, while powerful SRAM MAVEN Base brakes with 200 mm HS2 rotors front and rear do stopping duties. Norco pair a Race Face ARC HD aluminium wheelset with MAXXIS tires, combining an Assegai up front and a Minion DHR II at the rear, both in the tough DH casing and soft MaxxGrip rubber compound – a very fitting setup!

The cockpit consists of comfortable Race Face Atlas aluminium handlebars and a 50 mm direct-mount stem. Norco spec the S1 and S2 sizes with 20 mm of bar rise, while sizes S3 to S5 come with a more pronounced 40 mm. The handlebars come in 800 mm width as standard. According to Norco, the Team DH 2 Fox weighs 19 kg in size S3. In the US, it costs $7,999.

All the Norco Team DH spec variants at a glance

Alongside the Team DH 2 Fox model, Norco also offer a version with RockShox suspension as well as a frame kit.

The Team DH 2 RockShox costs US$7,399. It pairs a RockShox BoXXer Select D2 fork with 200 mm of travel with a Vivid Coil Base shock and Sprindex spring. SRAM GX DH shifting, Maven Base brakes and Race Face ARC HD rims also come as standard. Norco specify the same 19 kg weight in size S3.

Norco Team DH 2 RockShox | Satin Silver/Blue | 19.0 kg in S3 (manufacturer’s claimed weight) | US$7,399

The frame kit comes with a FOX DHX2 Factory shock and Sprindex spring. Norco charge US$4,599 for it, with a specified weight of 5.0 kg in size S3.

Norco Team DH Frame Kit | Gloss Black/Blue | 5.0 kg in S3 (manufacturer’s specifications) | US$4,599

The new Norco Team DH geometry in detail

Five frame sizes and four different chainstay lengths are an impressive amount of effort for a downhill bike. The Team DH comes in sizes S1 to S5, covering a wide range of rider heights. S1 and S2 share a 440 mm chainstay length. From S3 onwards, it grows by 2.5 mm per size: 442.5 mm on S3, 445 mm on S4 and 447.5 mm on S5. The length is fixed for each frame size and cannot be adjusted.

For a modern downhill bike, those unweighted figures are on the shorter side. As mentioned earlier, though, the rear centre grows considerably as the suspension compresses. Norco therefore quote the figures at sag: 458 mm for S1/S2, 460.5 mm for S3, 463 mm for S4 and 465.5 mm for S5. In each case, that is 18 mm longer than at full extension. Again, that is an unusual level of detail for a downhill bike. The reason lies with Norco’s own race team: Greg Minnaar and Gracey Hemstreet sit at very different ends of the rider-height spectrum, so suitably proportioned frames were needed anyway. With the production bike, Norco are making that same range of sizing available to customers.

There’s plenty of scope to fine-tune the fit too. Neutral reach figures range from 418 mm in S1 to 498 mm in S5, with relatively small 20 mm jumps between sizes. Norco include two headset cups for further adjustment. The centred option provides 0 mm offset, while the second shortens or lengthens the reach by 5 mm depending on how it is installed. That lets you fine-tune your position on the bike and shift the weight balance slightly forwards or rearwards without changing frame size. S1 is particularly interesting for shorter riders, with just 413 mm of reach in its shortest setting. At the other end, S5 tops out at 503 mm. That is long, but by no means extreme. Are the days of ever-increasing reach figures coming to an end? On the Team DH, Norco have clearly opted for a finely graduated size range. The head angle is 63° on S1 and S2, while S3 to S5 are slightly slacker at 62.5°.

The new 2027 Norco Team DH ride on the trail

For our test in Val di Sole, we rode a Team DH 2 Fox that differed from the production spec in two areas. At the press camp, the bikes were fitted with Shimano XTR brakes and the long-proven Saint drivetrain because the race team is sponsored by Shimano. Our ride impressions therefore refer to this event-specific build.

We rode a size S3 with the reach-adjust headset in the +5 mm position, increasing the reach to 463 mm. At 1.76 m tall, that setup felt spot-on from the outset. From the first few metres in Val di Sole, you feel nicely centred and integrated in the bike. The bottom bracket height also strikes a good balance: low enough for a composed riding position without leaving you constantly clipping obstacles. Pedal strikes were never an issue during the test.

The Team DH is no lightweight, at Norco’s claimed 19 kg. In the Downhill World Cup, mind, bikes are sometimes run with deliberate ballast to settle them and keep the suspension working. On the trail, the Norco’s weight never reads as a penalty. Part of the reason is surely the low placement of the shock and linkage: mass gathered low and central lets the bike feel planted without becoming a handful to throw around.

Once the terrain gets rough, the rear suspension really comes into its own. It is highly sensitive off the top, generates huge amounts of traction and absorbs hard hits with ease. Despite the rear centre growing as the suspension compresses, the Team DH still feels pleasantly lively. The rear wheel tracks the ground closely without making the bike feel sluggish.

Backing that up is plenty of mid-stroke support. The rear end doesn’t wallow into its travel; it stays propped up and composed, something Norco achieve by pairing the kinematics with a proprietary compression tune. The rebound adjusters are another nice touch, sitting where you can reach them easily. Fancy a few clicks between runs? They’re quick to get at, so dialling in your setup is no chore.

Despite the complex rear suspension layout and the shock’s low position in the frame, its adjusters are very easy to access.

The Team DH isn’t shy about announcing itself, though. The gear cable and brake hose on our test bike rattled between the fork stanchions and the head tube, and the Shimano Saint rear mech could be adding to it: it runs noticeably less chain tension than its mechanical SRAM counterpart.

Unfortunately, the brake hose and gear cable rattle quite noticeably.

How much impact does the progression adjustment have on the ride feel?

Just 2.5% more progression, can you really feel it? On paper, the difference sounds fairly small, but on the trail it is surprisingly noticeable. In P+, the rear suspension offers clearly more support and feels more precise. If you like to load the bike actively and push against the trail, this setting gives you more backing. Even so, in Val di Sole we preferred the less progressive P- setting. It adds a bit more comfort to the suspension and suited the track better for this test. So which position works best will also come down to your personal preferences.

What does the anti-squat adjustment do?

Idler position governs anti-squat too. According to Norco, AS- delivers a value around 20% below AS+. That such an adjustment should matter on a downhill bike seems odd at first, given anti-squat is usually a pedalling concern. Norco’s argument is that it also affects how the suspension compresses in certain descending situations. We couldn’t clearly feel the difference on track during our first test, so for now we’re taking the team riders at their word: AS- for traction, AS+ for support.

Who is the new Norco Team DH the right bike for?

Conclusions about the new 2027 Norco Team DH

The Team DH’s years of World Cup development are there to feel on the trail. Its rear suspension soaks up hard hits with composure and digs out plenty of traction, yet the bike never turns sluggish. Factor in the perceptible progression adjustment and the finely stepped sizing, and it adds up to a rounded package for anyone who likes to dial in their setup and hold speed through demanding terrain. Only the rattling on our test bike takes any shine off an otherwise convincing first impression.

For more information, visit Norco’s website.

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Words: Reynaldo Ilagan Photos: Margus Riga, Norco