LONG TERM REVIEW: SPECIALIZED S-WORKS EPIC 8 – THE EVOLUTION CONTINUES

In the Specialized lineup, the name “Epic” is synonymous with “race” and “fast,” especially when it comes to the climbs. Though that isn’t changing too much, Specialized has taken it upon themselves to include the word “capable” to that list, too. This evolution of the Epic stems from the ever-increasing gnar factor World Cup XC athletes are facing.

Since more and more of their elite athletes have been switching over and adapting the Epic EVO to be their race bikes, Specialized has decided to mesh the two platforms into one. The result is a single-frame design that, depending on the components added, can be either a competitive XC racing rig or a confident trail bike that is ready for anything thrown its way. We tested the cross-country race-focused S-Works Epic 8 that’s designed to win races at the highest levels.

FRAME

There are two different frame variations for the Epic 8 that differentiate between the S-Works model and the other versions. The S-Works model utilizes 12m carbon, which is claimed to be lighter than the 11m carbon used on the normal models while retaining similar stiffness and strength numbers. They’ve also removed material in strategic places on the S-Works frame to ensure it’s as light as possible without compromising on strength.

Another differentiation is in the way the cables are routed; on the S-Works 12m model, the cables are routed through the headset, while on 11m frames, the cables are routed more traditionally through drilled holes in the head tube. The one thing both frames do share, aside from their geometry, is the SWAT 4.0 frame storage box in the downtube. A few extra grams are cut with aluminum and titanium hardware and as a result, Specialized claims that the S-Works Epic 8 frame weighs 1,545 grams.

With the combination of platforms between the Epic and Epic Evo, it only makes sense that the Epic 8 has kept up with the modern trend of being longer and slacker than the previous generation. It has a head tube angle that goes between 65.9 and 66.4 degrees; a seat-tube angle ranging between 75.5 and 76.5, depending on the size; and a uniform chainstay length of 435mm across the size range. There is also a flip chip in the clevis’ shock mount that slackens the head angle by .5 degrees and lowers the bottom bracket by 5mm.

SUSPENSION

Along with the geometry changes, the bike has gained 20mm of suspension travel in both the front and rear, giving it 120mm of travel all-around. A major change-up on the new Epic line is the exclusion of the Brain technology in the suspension.

Instead, they’ve opted to add an internal component to the RockShox SID suspension lineup called “Ride Dynamics.” This technology is incorporated into RockShox’s three-position remote lockout, only changing the ride characteristics in the middle position. Specialized says this makes it more like the Brain, with plenty of support for pedaling yet being very perceptive to sudden compressions, making it more reactive than your typical “pedal mode.”

This feature is included on every Epic 8 model, from the $5000 Epic 8 Comp to the $14,500 RockShox Flight Attendant-equipped S-Works Epic 8 that we are reviewing.

COMPONENTS

There are four variations of the Epic 8: the Epic 8 Comp at $5000, the Epic 8 Expert at $7000, the Epic 8 Pro at $9000, and the S-Works Epic 8, which we are reviewing here, at $14,500. You can also get an S-Works frameset for $6000.

The S-Works Epic 8 comes ready to win a World Cup right off the showroom floor with RockShox’s Flight Attendant suspension, a full SRAM XX Eagle SL Transmission, Level Ultimate Stealth brakes, and a SRAM XX SL Eagle power meter crankset—a key component to RockShox’s new Flight Attendant function. All three performed flawlessly throughout the test.

Roval’s Control SL carbon wheelset proved to be an incredibly fast set of wheels. They accelerate quickly and handle aggressive riding surprisingly well. The tire spec on this bike featured a Specialized Fast Trak T7-compound front tire paired with a Specialized Renegade in a firmer T5 compound in the back, which impressed us with their fast-rolling yet grippy riding characteristics.

A one-piece Roval Control SL integrated bar and stem offer a rather clean-looking cockpit, and it comes with a nice integrated head-unit mount. Most test riders were happy with the stem length and bar rotation, but a few wanted something different.

Specialized specs a RockShox Reverb AXS dropper post with 150mm of drop on our size large and a Body Geometry S-Works Power with carbon fiber rails and base. This saddle is among the wrecking crew’s favorite saddles when it comes to support and overall comfort.

CLIMBING

Bikes like this are all about maximizing efficiency, and few do it better than the Epic. It lunges forward with every pedal stroke like a thoroughbred racer making its intentions crystal clear. RockShox’s Flight Attendant only enhanced this feeling automatically, making it more efficient under hard pedaling efforts without doing a thing. It’s a remarkable system and very effective for cross-country riding and racing scenarios. Having a suspension system that gets stiffer the harder you pedal yet opens when it senses an impact just adds another level of efficiency to an already incredibly effective package.

Since most of the line comes with a three-position lockout switch, we mimicked this by spending some of the test time in manual mode, switching between open, pedal and locked settings. The open mode is a little too active for anything other than smooth, in-the-saddle spinning, so we relied on the middle pedal setting most of the time, even on descents. It’s surprisingly active while still being supportive enough for all but out-of-the-saddle attacks and sprints. And, during those all-out efforts, the frame feels solid and effective at transforming those outputs into speed.

DESCENDING

Cross-country race bikes have always been great at climbing, but often at the expense of descending capability, but that imbalance is really closing fast these days, and the Epic is a great example of that. You can push it incredibly hard on descents that we would have been walking on cross-country bikes a decade ago. The combination of geometry, extra suspension travel, and dropper post with a reasonable amount of drop let you get away with a lot.

It does have its limits, though, and those are typically revealed by the tires before anything else. Compared to most trail tires, the Epic’s combo will let loose moderate lean angles if the turn is attacked too aggressively. The same thing goes for braking traction; there’s not a lot compared to more aggressive tires. For most cross-country racing and riding scenarios, however, the tires are one of the better options out there, but they keep this bike from venturing too far into trail bike territory on the descents. The same could be said for the SID fork and wheels that start feeling flexy when pushed too far out of its category, but it’s amazing what they will put up with.

Although we were more than satisfied with the overall handling, we tried the flip chip in the lower setting, and it proved to be too much of a good thing with this race setup. The bottom bracket got too low, and the head angle a touch too slack feeling, so this will be limited to those who run a more trail-friendly setup.

RockShox’s Flight Attendant works brilliantly on this bike, staying open and plush on the descents, and automatically firming up when you get on the gas. The bike is comfortable and controlled on rough descents. However, like the tires, if you push too far, you are quickly reminded that the bike has its limitations when you run out of that 120mm of travel, but that bar is set higher than many XC race bikes we have tested. It’s prowess on the descent lets you go faster and save more energy than ever.

WHAT DID WE LOVE?

Specialized went all out on the bike’s paint and it’s amazing. They call it Gloss Carbon/Metallic Vivid Pink/Viavi Magenta Gold/Metallic Midnight Shadow/White. It’s a fade of these colors that looks incredible out in the sun. The latest version of RockShox’s Flight Attendant for XC bikes like the Epic is really good and elevates the bike’s effectiveness without the rider doing a thing.

WHAT DID WE HATE?

We have mixed feelings about the SWAT downtube storage box. Some love it, while others don’t want repair tools and supplies hidden inside the frame where it can take longer to access in a race scenerio when every second counts. Even though the new frame is lighter than the previous version with the hatch, we wonder how much lighter it would be without it. By now, you probably know how we feel about headset cable routing, and the Epic has it.

BOTTOM LINE

With such a long history as a winning cross-country race bike, the new Epic had incredibly big shoes to fill and expectations are sky high. We can safely say that the new Epic not only meets those expectations but exceeds them.

It’s as cutting-edge as anything in its class and tailor-made for the new breed of cross-country racecourses. Christopher Blevins’ and Haley Batten’s World Cup race wins on the S-Works Epic 8 with nearly this exact build certainly put an exclamation point on that statement.

SPECIALIZED S-WORKS EPIC 8

www.specialized.com

CATEGORY: Cross-country

SUSPENSION: 120mm (front/rear)

TIRE SIZE: 29″

Price: $14,500
Weight: 24 pounds (without pedals)
Sizes: S, M, L (tested), XL
Frame tested: Carbon, 120mm travel
Shock: RockShox SIDLuxe Ultimate Flight Attendant
Fork: RockShox SID Ultimate Flight Attendant, 120mm travel
Wheelset: Roval Control SL Carbon 29″
Tires: Specialized Fast Trak, Control Casing, T7 compound, 29″ x 2.35″ front; Renegade, Control Casing, T5 compound, 29″ x 2.35″ rear

Seatpost: RockShox Reverb AXS (S/M: 125mm, L: 150mm, XL: 170mm travel)

Saddle: Body Geometry S-Works Power, carbon fiber rails
Handlebar: Roval Control SL Integrated cockpit, 60mm X; 12º integrated stem, 8º backsweep, 1º upsweep, 760mm wide

Grips: Specialized Trail
Headset: Specialized integrated
Brakes: SRAM Level Ultimate Stealth w/ four-piston caliper
Rotors: SRAM Centerline 180mm (f)/160mm (r)
Rear derailleur: SRAM XX SL Eagle AXS
Shifters: SRAM AXS POD Ultimate Controller
Crankset: SRAM XX SL Eagle Power Meter
Bottom bracket: SRAM DUB
Cassette: SRAM XX Eagle SL 10-52T
Chain: SRAM XX SL Eagle
Chainrings: SRAM Eagle 34-tooth

GEOMETRY SIZE LARGE

Head tube angle: 66.4º
Effective seat tube angle: 75.5°
Reach: 475mm (18.7″)
Stack: 610mm (24″)
Bottom bracket height: 333mm (13.1″)
Chainstay length: 435mm (17.1″)
Wheelbase: 1210mm (47.6″)