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When Mike Sinyard sold his van in the early 1970s in order to finance a cycling trip through Europe, he probably least expected that 50 years later he would be the CEO of one of the most renowned bicycle companies in the world. We are talking about Specialized Bicycle Components Inc., which the US American founded in 1974 and which developed from a dealer in high-end Italian components to an influential bicycle manufacturer.
Models such as the Allez, Roubaix and Tarmac have since set standards and acted as a catalyst for technical innovation in the industry. The Crux can also be added to this list after its transformation from cyclocrosser to gravel bike. After all, Specialized's exclusive S-Works version is the lightest gravel bike in the world. The Californians also claim the title of lightest gravel bike for the new Crux DSW. Made of aluminium, mind you. We invited both candidates to a double test - and experienced one or two surprises.
In a nutshell: Specialised S-Works Crux vs. Crux DSW
The new Crux DSW and the revised S-Works Crux share the claim to be the lightest gravel bike in their respective classes. The luxury carbon version is based on a frameset that only a few road bikes can beat in terms of weight. The DSW with aluminium frame benefits from a patented manufacturing process. The price difference is extreme: the High-end model costs five times as much as the cheaper offshoot, which is also rather expensive compared to its competitors.
With the Crux DSW, Specialized impressively demonstrates what is possible with aluminium as a frame material. - Julian Schultz, TOUR test editor
Weight reduction through patented production
Since last summer, the carbon version of the Crux, which is already in its fourth model year, has been flanked by the DSW. The abbreviation refers to the manufacturing process of the aluminium frame. As with the Allez Sprint, the so-called D'Aluisio Smartweld is used. With this technology, patented after its inventor, the individual tubes, which are moulded under hydraulic pressure, are adapted to each other in such a way that the weld seams can be placed more precisely at the junctions. This saves Specialized weight and promises better durability, as the tube joints are stiffer than with conventional production methods.
Another advantage of Smartwelding: the down tube and bottom bracket shell can be manufactured from a single piece. According to Specialized, this is an "essential component of the low weight, reactive handling and stiffness". In total, the frame is based on ten individual parts, with the DSW openly displaying the weld seams.
How big are the differences in weight?
In purely visual terms, it could be more stylish; on comparable models from other manufacturers, the beads are finely sanded and give the impression of a carbon frame. On the TOUR scales, the new Crux delivers: The 1530 grams for the frame is not a new record; older models such as the Giant Revolt and Canyon Grail AL were based on even slightly lighter frames. However, in combination with the high-quality carbon fork, borrowed from the S-Works version, the chassis reaches the level of carbon fibre models. The overall weight is a little disillusioning.
Although the Crux is on a par with many inexpensive carbon bikes in this category, we don't currently know of a lighter gravel bike with an aluminium frame. However, a better result is wasted due to heavy add-on parts. The biggest tuning potential lies in the simple DT Swiss wheelset, which weighs more than 4000 grams and doesn't really fit in with the lightweight construction concept. The Sram Apex mechanical component group with a massive crankset also weighs a lot.
The overall package of the S-Works Crux is more harmonious. And how! At just 7.1 kilograms, the top version is not only significantly lighter than its aluminium counterpart, but also runs lonesome circles and even outperforms high-quality road bikes. A look at our test history confirms this exceptional position: the BMC Kaius, the second lightest gravel bike, weighs a whopping 500 grams more. The top version benefits significantly from an ultra-light frame. Due to the metallic paintwork weighing around 150 grams, it does not quite match the record weight of the unpainted model, but still remains under 1000 grams. Thanks to lightweight components such as the new SRAM Red XPLR or the carbon wheels from our own brand Roval, the pieces of the puzzle come together to create an absolutely fun bike.
Both Specialised bikes are very sporty
Although the Crux DSW is almost 2.5 kilograms heavier and can only follow the agile S-Works in the slipstream, it also allows a sporty pace and doesn't need to hide in the other disciplines. On the contrary. For example, the lightweight construction of the high-end model pays tribute to the torsional rigidity. The riding stability is not at the top level that we know from Specialized, and the S-Works does not come close to the fabulous values of a Tarmac at the bottom bracket either. We also determined higher stiffness values for the road counterpart, the S-Works Aethos.
As there are no extreme speeds off-road as with a road bike, the slight weaknesses are less significant. However, heavier riders will probably want a more stable and torsionally rigid platform - or opt for the Crux DSW. Ultimately, the new frame scores with a very smooth ride and is more stable.
Overall, the aluminium version rides more like a typical gravel bike, whereas the S-Works cannot hide its past as a cyclocross bike. Strictly speaking, it still is today. The UCI label on the seat tube reveals that the carbon version with narrower tyres is also eligible for cross-country races.
Specialised S-Worx Crux and Crux DSW in geometry comparison
The differences in riding behaviour are surprising, as our testers assumed different frame geometries after the off-road comparison - but this is not the case. Both bikes put the rider in a balanced riding position, neither too stretched nor too upright. The fact that the lightweight S-Works reacts more directly to steering movements and can be steered around corners like an agile road bike is due to the higher centre of gravity.
On the heavier DSW, however, this is shifted downwards, which means you sit more in the bike and can expect a more stable ride overall. Despite comparatively narrow tyres, both models dampen bumps and vibrations somewhat better than the comfort test bench's measured values suggest. This is thanks to the comfortable in-house rubber, which exploits its full potential in a tubeless set-up and with reduced tyre pressure on the S-Works.
The luxury version also benefits from the excellent saddle with 3D-printed padding It is striking that despite the simpler equipment with aluminium handlebars and seatpost, the DSW has almost as much suspension as the S-Works, which is only slightly smoother at the front thanks to the carbon handlebars.
Overall, both designs are among the most comfortable gravel bikes on the market; with a measured suspension travel of six millimetres at the rear, they are more like firm, race-oriented off-road bikes. Their preferred terrain is therefore smooth gravel and forest tracks. On rougher terrain, wider tyres are required: With standard wheels, the frame and fork leave room for tyres up to 47 millimetres wide, while the smaller 650B format can accommodate tyres up to 2.1 inches wide.
Surprisingly close duel
Nevertheless, the Crux leaves adventures on two wheels to the specialists. Specialised, for example, offers the suspension Diverge for this purpose. Apart from the retrofit option for thick tyres, both candidates are stingy with adventure attributes such as mounting points for luggage or fixed mudguards. A small tool box can only be attached to the down tube. The frame sets with classic handlebar/stem combos, external seatpost clamp and freely routed cables may seem old-fashioned on the one hand.
The S-Works version in particular looks almost conservative compared to high-end bikes from some competitors with one-piece cockpits. However, the no-frills approach has its appeal and should be welcomed not least by cyclists who like to carry out assembly and maintenance work on their bike themselves. Both bikes also allow more room for manoeuvre when adjusting the riding position.
The surprisingly close duel between the cheapest and most expensive Crux is also reflected in the drivetrains. As with the frameset, the top model mainly benefits from the lower weight of the electronic Sram Red XPLR drivetrain; compared to the mechanical Apex XPLR, the Funk groupset saves around 400 grams. When riding, however, the differences are relatively small. Thanks to the 13th sprocket on the rear wheel, the single gear system on the S-Works offers a wider range, the gears change faster and are easier to adjust. The 1x12 drivetrain on the DSW implements shifting commands somewhat more harshly, but shifts gears just as precisely and reliably.
The conceptual disadvantage of both drives is the relatively short gear ratio. The Red XPLR, which has a slightly higher reduction ratio in the lowest gear (40/46), offers more reserves on steep ramps. As with the road version, the gravel bike also benefits from the excellent modulation of the brakes, which no other groupset currently offers. In terms of pure braking performance, however, the simpler Apex is definitely on a par. An impression that is confirmed overall.
Conclusion on the comparison between the Specialized S-Works Crux and the Crux DSW
The S-Works Crux is undoubtedly a technical delicacy that playfully transfers the appeal of a fast road bike to off-road terrain and is an excellent choice for chasing down gravel tracks. However, the new DSW also attracted attention in laboratory and practical tests, as it is hardly inferior to the luxury version in terms of quality and also allows a sporty pace thanks to its comparatively low weight.
The large gap in the TOUR grades is only due to the significant difference in weight, which you have to buy for a lot of money. The S-Works Crux costs almost five times as much as the DSW, which is also one of the more expensive bikes in relation to comparable aluminium models. Specialized also offers cheaper carbon models than the S-Works Crux, but these are not as drastically different in weight from the aluminium version.
Detailed comparison: Specialised S-Works Crux vs Crux DSW
Aluminium model: Specialized Crux DSW
- Price: 2700 Euro >> available here
- Weight: 9.6 kilos
- Frame sizes: 49, 52, 54, 56, 58, 61 (test size bolded)
- TOUR grade: 2,3
Geometry of the gravel bike
- Seat/top/head tube: 511/560/147 millimetres
- Stack/Reach/STR: 586/389 millimetres/1.51
- Stack+/Reach+/STR+: 642/570 millimetres/1.13
- Wheelbase/caster: 1035/66 millimetres
Features of the Specialised Crux DSW
- Drive/gear shift: Sram Apex XPLR (1x12; 40, 11-44 t.) | Grade: 2.0
- Brakes: Sram Apex (160/160 mm) | Grade: 1.5
- Tyres: Specialised Pathfinder Pro 38 mm (eff.: 40 mm) | Grade: 1.5
- Impellers: DT Swiss G 540
- Impeller weights: 1705/2374 grams (front/rear)
Measured values
- Weight of complete wheel: 9530 grammes | Grade: 3.3
- Driving stability: 8.68 N/mm | Grade: 1.3
- Rear comfort: 172 mm | Grade: 2.7
- Comfort front: 97 N/mm | Grade: 2.3
- Ride/ bottom bracket stiffness: 52 N/mm | Grade: 2.3
High-end: Specialised S-Works Crux
- Price: 13,000 euros >> available here
- Weight: 7.1 kilos
- Frame sizes: 49, 52, 54, 56, 58, 61 (test size bolded)
- TOUR grade: 1,8
Geometry of the gravel bike
- Seat/top/head tube: 512/570/149 millimetres
- Stack/Reach/STR: 589/391 millimetres/1.51
- Stack+/Reach+/STR+: 644/575 millimetres/1.12
- Wheelbase/caster: 1035/62 millimetres
Equipment of the Specialised S-Works Crux
- Drive/gear shift: Sram Red XPLR AXS (1x13; 40, 10-46 t.) | Grade: 1.5
- Brakes: Sram Red (160/160 mm) | Grade: 1.0
- Tyres: Specialised Pathfinder Pro 38 mm (eff.: 40 mm) | Grade: 1.5
- Impellers: Roval Terra CLX
- Impeller weights: 1362/1712 grams (front/rear)
Measured values
- Weight of complete wheel: 7055 grammes | Grade: 1.0
- Driving stability: 7.60 N/mm | Grade: 2.0
- Rear comfort: 162 N/mm | Grade: 2.7
- Comfort front: 77 N/mm | Grade: 2.0
- Ride/ bottom bracket stiffness: 47 N/mm | Grade: 3.3
Julian Schultz
Editor
