As efficient as a hardtail, as powerful as a bike with full suspension. Over the years, many manufacturers have tried to find a middle ground between rigid and sprung rear suspension with their very own concepts. Rear triangles with elastomers were supposed to breathe comfort into hardtails, while fullys with short suspension travel were supposed to maximise efficiency. However, only a few manufacturers were really successful with this. The Trek Supercaliber is the prominent exception and has not only secured a stable fan base, but also many a World Cup victory thanks to Jolanda Neff.
Specialized is now entering the market with a similar concept. The new S-Works Epic World Cup complements the existing model range consisting of the hardtail Epic HT, the racefully Epic and the down-country bike Epic Evo with a new, lightweight and not least expensive racing machine. The 9.6 kilo Specialized Epic World Cup is designed to make racers happy who want a hardtail rear end for sprinting but still don't want to do without suspension on the downhill. Specialized combines 110 millimetres of travel at the front with only 75 millimetres of travel at the rear.
The Specialized S-Works Epic World Cup at a glance
- Category: Race-Fully
- Suspension travel: 110 mm / 75 mm
- Wheel size: 29 inch
- Weight: 9.6 kilograms (BIKE measurement)
- Frame weight: 1893 grams (including shock, BIKE measurement)
- Sizes: XS to XL
- Two models from 9000 euros, frameset for 6500 euros
Fully, optionally with hardtail feeling: this is how the Specialized Epic World Cup works
The idea: The rear triangle can be tuned using a special damper, similar to a classic fully. In this case, the shock has a slight stroke (negative suspension travel) and reacts reasonably sensitively to bumps in the ground. Or you can empty the negative chamber via a special valve on the shock. This creates a very high breakaway torque on compression and the rear then feels rigid, like a hardtail. The suspension travel is only released on big hits. Uphill or when pedalling out of the saddle, this should ensure maximum propulsion as with a hardtail, but offer the safety of a full-suspension bike downhill. As the already manageable negative suspension travel is then completely missing, you have to do without the traction and sensitivity of a full-suspension bike on small bumps and uphill.
Unfortunately, switching between the classic fully setup and the setup with a hardtail feel uphill requires some time, a shock pump and an Allen key. So you have to decide depending on the route and before the start: Rather a classic fully or would you prefer the special setup with a rigid rear end on the uphill? Specialized recommends the latter for routes with particularly slippery surfaces such as the XCC short track races in the Cross Country World Cup. The Brain technology, known from the normal Epic, is now only used in the fork.
66.6 degree head angle: the progressive geometry of the Specialized Epic World Cup
In stark contrast to Trek's Supercaliber, Specialized also relies on a very aggressive geometry for its taut S-Works Racer Epic World Cup. The steering angle is a super-slack 66.6 degrees, which is one degree slacker than the classic Epic race bike. Short chainstays of just 425 millimetres and a low bottom bracket promise fun cornering and downhill confidence. The seat angle is rather moderate at 74 degrees.
However, the very extreme geometry with its slack angles is also due to the special concept of the bike. On a normal bike, the suspension elements at the front and rear sink significantly into the suspension travel due to the rider's weight alone. On the Epic World Cup, only the fork is affected by this, making the geometry a little steeper again. The rear, on the other hand, remains almost rigid. The special damper of the Epic Worldcup is designed for 0 to a maximum of 10 per cent SAG, whereas a conventional cross-country bike is ridden with at least 15 and often up to 25 per cent negative suspension travel.
1893 grams: The lightest fully frame on the market
The fact that the new Epic World Cup is also a bike of extremes in terms of its inner values is also evident in the lab. At just 1893 grams including shock, the frame of our size L test bike is the lightest fully frame we have ever had on the scales in the BIKE lab. The chassis of the Epic World Cup is also very stiff at 48 N/mm and boasts an excellent STW value (ratio of stiffness to frame weight) of over 25. The Specialized engineers have done a great job here.
Only from 9000 euros: Only two models and one frameset
On the S-Works model we tested, Specialized paired the super-light and high-quality frame with Sram's new XX Eagle transmission including an integrated power meter, plus Level brakes with the new stealth look that sits close to the handlebars and some unusual carbon parts such as the new, one-piece Specialized carbon cockpit. The top model rolls on Roval Control SL wheels, which have also just been presented and are said to weigh just 1240 grams, giving the Epic a wheel weight of less than 3.5 kilograms (BIKE measurement) including cassette and 2.35 inch wide tyres. Instead of a Vario seatpost, there is a rigid and lightweight carbon seatpost.
In addition to the top-of-the-range S-Works model for € 12,500, the Specialized Epic World Cup will only be available in a Pro version for € 9,000. Here, a slightly heavier but cheaper carbon frame, a conventional cockpit, cheaper carbon wheels and Sram X0 transmission are used. The suspension is identical to the top model. There is also an S-Works frame set, which still costs a whopping 6500 euros. However, the top-of-the-range concept of the Epic World Cup is not designed for mass anyway. A cheaper Epic hardtail or the versatile and only slightly heavier, classic Epic Racefully may still be the better choice for many.
First test: How the Specialized S-Works Epic World Cup rides
The sporty riding position encourages you to attack, and the Specialized converts even light pedal pressure into impressive propulsion. The lightweight wheels and high rigidity are clearly noticeable here. The effortless acceleration puts a big grin on your face. Even with the softer shock setup, the rear end remains surprisingly stable when pedalling. An impressive performance, which the Epic World Cup can only minimally top, even in the tighter setup. This is hardly noticeable in practice, only the stopwatch could clarify this in racing mode.
However, the firm setup has a serious disadvantage: on technical climbs, the S-Works Epic, which is not very traction-orientated anyway, reacts like a hardtail, hangs up more on obstacles and lacks grip. The firm setting is therefore only the better choice for sprints and absolutely flat surfaces, when even the slightest advantage can make the difference between victory and defeat. The slack head angle and short chainstays also cause the front end to rise early on, making it somewhat difficult to choose your line uphill. In short: at least on technical climbs, classic race fullys with more suspension travel, more negative suspension travel and therefore more traction and more moderate geometry have a slight advantage.
On the other hand, the sprinting Epic Fully is also a force downhill. This is despite the short rear travel and the special suspension elements, which unfortunately cannot keep up with classic suspension systems in terms of sensitivity. The ace up the sleeve of the Specialized Epic is the geometry. It provides a lot of security and encourages an aggressive riding style and direct lines despite the rigid seat post and light tyres. However, you shouldn't go too wild. Due to the rigid seatpost, the freedom of movement on the bike is limited, and the Epic also clearly acknowledges riding errors, which can throw the rider off line. The high stiffness in the chassis and presumably also the wheels is particularly noticeable here and makes for unstable handling behaviour when hitting the bike sideways in lean angles, such as in flat corners and off-camber sections.
But the satisfaction is all the greater when you aim for the fast line with the precise racer without braking and then shoot into the next passage at full throttle. Incidentally, the firm flyweight also likes air under the tyres, as long as you know what you're doing. This makes the Epic an impressively fast but less error-tolerant thoroughbred racer. However, the unique, firmer shock setup with high breakaway torque and hardtail feel didn't really appeal to us off-road on varying terrain.
Conclusion Adrian Kaether, Editor BIKE Magazine
Anyone who has always struggled with the decision between a fully and a hardtail or regularly has to compete in the World Cup short track and XCO on the same bike will probably like the Specialized Epic World Cup. It's obvious: this is exactly what the MTB was developed for. For everyone else, Specialized's latest product with the lightest frame on the market remains a fascinating piece of technology that costs at least 9,000 euros and is only worthwhile if you can get something out of the concept of a rigid shock.
Adrian Kaether
Editor
