trek supercaliber vs specialized epic

Trek Supercaliber SLR Vs Specialized Epic World Cup: Which is the ultimate cross-country speed machine?

Guy Kesteven
November 27, 2023

Specialized and Trek have both debuted new short travel suspension XC race rigs this year. And given that the Trek Supercaliber and Specialized Epic World Cup look extremely similar in design, we figured they would make the perfect XC head-to-head test.

Trek Vs Specialized Credit: Mick Kirkman

Trek and Specialized are giants in the mountain bike world, and both of these new XC bikes weigh in under 10kg and have five figure price tags. And that’s not all they have in common. Dynamic geometry and component choice of the Trek Supercaliber SLR 9.9 XX AXS Gen 2 and Specialized S-Works Epic World Cup are closely matched too. They feel surprisingly different on the trail though. So what are the details that affect the dynamic performance, and which one – if either – should you pick for ultimate cross-country speed? That’s the question this head-to-head test will answer.

Read the full review of the Specialized S-Works Epic World Cup
Read the full review of the Trek Supercaliber SLR 9.9 XX AXS Gen 2

Now, if you’ve not been following World Cup XC racing recently, you will have missed out on some excellent competition from insanely skilled and fit athletes. You also won’t know that most courses now feature sections that you’d assume were designed for 16kg, sticky tyre enduro bikes, not sub 10kg, semi-slick tyre-shod whippets. It’s why the best XC race bikes now look like lightened versions of trail bikes, with conventional linkage-driven shocks giving 100-120mm of travel. And both Trek (Top Fuel) and Specialized (Epic Evo) have bikes in that category too.

Suspension and frame layout

Trek and Specialized both used integrated shock designs to boost stiffness and give a hardtail look

That’s not what we’re looking at here, however. Both the Supercaliber SLR 9.9 XX AXS Gen 2 (£10,800) and Specialized S-Works Epic World Cup ($11,000) use a proprietary top tube embedded shock giving 80mm and 75mm of travel respectively. This gives them a traditional hardtail-style frame layout, rather than a distinctly separate front triangle and swingarm. Where the increased triangulation and more firmly anchored shocks open up potential for greater stiffness without adding extra weight. Both brands trade on that too, claiming hardtail-style power delivery, but with suspension when you need it. And it’s true, both the Trek and Specialized feel stiffer than conventional XC full-suspension bikes. But for different reasons. On the Trek Supercaliber it’s a structural thing, while the Specialized Epic WC creates the illusion of stiffness with its suspension set up.

Specialized’s Brain equipped RockShox SID fork is marginally heavier than the stock SID

Thankfully things are a lot simpler up front, where the latest RockShox SID SL Ultralight 110mm travel fork is hardwired to the same TwistLoc two position remote as the rear shock on the Trek. Specialized has transferred its long running Brain inertia valve to the latest 110mm travel SID SL fork. This reactive lockout has preset ‘Brian fade’ sensitivity, using a preloaded spring on the inertia valve. There’s no handlebar remote, but you can reach down and move the ‘fade’ lever on-the-fly with your hand if the trail is smooth enough. The latest version has had the spike valve removed for a more open feel, and even when ‘locked out’ you still get 15mm of cushion for traction. All-in, the Brian system adds 183g over the standard SID fork.

Left: Trek has a twist grip remote for the fork and Shock. Right: Specialized relies on smart suspension tech

On the scales

Claimed frame weights are different for both bikes. Specialized suggests a near 250g advantage over the Trek, but the sub 10kg build weights for each bike are very close when we checked them in the workshop. The Trek weighs 9.72kg (21.43lb), the Specialized a smidge heavier at 9.75kg (21.5lb). And that’s because the Epic WC has a heavier Brain version of RockShox’s SID SL fork and a power meter chainset too. That said, both add less to the overall weight of the Specialized than the Fox Transfer SL dropper does on the Trek. Yup that’s right, Specialized fits a rigid post. All of which suggests that the claimed weights are a little off.

Geometry side-by-side

If you take a quick glance at the geometry chart, the head angle on the Specialized is a lot slacker than the Trek. But the static geometry does not tell the whole story. The Specialized is designed to run very little shock sag, so the dynamic head angle with the rider on board is actually very close to the Trek. And it’s a similar story with the BB heights. The Trek appears to be a lot higher, but once you factor in the increased shock sag, it’s pretty close to the Specialized. On the trail then, the dynamic geometry of both bikes is much closer than it appears in the chart below (using our own measurements, not the manufacturers claimed figures).

Trek’s top end Supercaliber has Level Ultimate 4-piston brakes, a XX AXS drivetrain and a one-piece Bontrager cockpit

As the model name suggests, there’s a full SRAM XX AXS drivetrain on the Trek, complete with carbon rear derailleur cage and hollow carbon crankarms. While the new XX transmission isn’t as fast to shift as older AXS systems, you don’t have to ease up on effort while changing, so everything is literally geared towards going faster. Unlike the Specialized Epic WC, there’s no power meter chainset here though. Bontrager’s top Race Series Limited kit provides the one piece bar/stem (750/80mm equivalent) and the carbon rail saddle. The ultralight (but lifetime warrantied) carbon Kovee wheels have a 108 point engagement rear hub, which joins in the fast and furious fun with near immediate reaction to pedal inputs.

Specialized’s Epic WC gets less powerful 2-piston brakes

It’s a similar blend of parts on the Specialized. The t ransmission is SRAM’s top line XX SL AXS wireless kit including a full Quarq power meter on the narrow stance 168mm Q-Factor chainset. Specialized’s partner-brand Roval provides the Control SL Integrated cockpit, which mimics a 760mm bar in a 70mm stem, and the superlight Control SL wheels. Our only gripe with the build is that the two-piston SRAM Level Ultimate brakes are both less powerful and 10g heavier than the four-piston versions. Lever feel is great though, and you get a 180mm front rotor for power compensation.

Performance

We struggled to get to grips with the suspension on the Specialized Epic WC

We literally spent months setting and re-setting sag levels, tweaking the compression and rebound damping on the Specialized Epic World Cup, and riding it in as many different situations as possible. In the process we figured out that there are some things the Epic WC does very well. The ‘take no prisoners’ vibe is a psychological gift for flat-out attacks. The split personality suspension works very well in firmer modes when powering from smooth surfaces to stutter bumps (or vice versa). Fixed seat post aside, the spec is pretty much perfect premium race gear, and its clean looks were universally praised.

For an XC bike, the Specialized Epic WC isn’t as firm under foot as we expected

Now for the negatives. The topped out, sat ‘on’ not ‘connected to’ the trail suspension response undermines control and traction significantly on descents, and you get tired really quickly on technical trails. The (relatively) soggy pedalling action also saps energy and morale, and being unable to change that feeling when riding inevitably means compromise, rather than customised, performance for each section of track too.

Once the shock bushing loosened up, the Trek Supercaliber took off like a rocket

Contrast that with the Trek Supercaliber. Sure it took a couple of rides for the ZEB bushing on the IsoStrut shock to free up, and the skinny Bontrager tyres needed switching out too, but the Supercaliber just felt ‘right’ from the start, especially from a race point of view. The combination of the structural stiffness and the very positive pedalling feel from the higher-than-average anti-squat, and extra low speed compression damping, gives a noticeably different character to most conventional XC bikes. And even though the suspension response is firm, the fact it’s progressive makes it more predictable than the reversed stiff-to-soft action of the Specialized.

The Gen 2 Trek Supercaliber is born for speed

There’s none of the harsh, hammering topped-out staccato of the Epic World Cup either, and the standard SID SL fork is a lot less spikey than Specialized’s Brain equipped unit. As a result, fatigue levels were dramatically reduced, even on rougher descents when testing the bikes back-to-back. In fact, the only time the Trek felt at a disadvantage to the Epic World Cup was on smooth climbs, where the increased sag felt less efficient than the topped out Epic. That’s immediately remedied with a twist of the lockout though, and overall the Trek Supercaliber just felt a lot more sorted, connected and intuitive for racing and flat out XC/Trail riding.

And the clear winner here is the Trek Supercaliber SLR 9.9 XX AXS Gen 2

Having said that, neither bike is as fast on descents/technical sections as most longer-travel XC bikes, and therefore they aren’t as versatile either. They don’t offer any weight advantage either, and with a remote multi-mode suspension, rather than binary lockouts, most 120mm bikes are faster on a lot of climbs and more tuneable for different sections of track.

So if there’s no real weight advantage, and both bikes have less travel for bigger hits and the extra complications of proprietary shocks, why would you want to consider either of them over a conventional full-suspension race bike? The answer potentially lies in their very different ride vibes. You can read the full test of the Trek Supercaliber SLR 9.9 XX AXS Gen 2 here and the Specialized S-Works Epic World Cup here .

Also we’re already seeing both the Supercaliber and Specialized’s Epic Evo using RockShox Flight Attendant electronic suspension adjustment on the World Cup race circuit too. That makes investing £10k in a proprietary suspension system and frame potentially less appetising when Ai might be end up doing a better job on a more versatile frame in the not-too-distant future.

Test Winner’s Stablemates – alternatives for different budgets

SRAM or Shimano? You get to choose as Trek also has the Supercaliber SLR 9.9 XTR Gen 2

Trek Supercaliber SLR 9.9 XTR Gen 2 £10,350

Sit squarely in the blue Shimano camp but want all the benefits of the Gen 2 Supercaliber SLR 9.9 frame? Well Trek also has a full Shimano XTR equipped bike. It gets a Fox 34 Step-Cast fork with 110mm travel paired with the IsoStrut, RockShox SIDLuxe shock and a twin lock out remote. You also get higher volume 2.4in tyres for more traction and control. Bonus.

Trek’s Supercaliber SL 9.6 Gen 2 has all the latest XC tech, without the sky-high pricing

Trek Supercaliber SL 9.6 Gen 2 £3,780

XC race full suspension bikes are usually prohibitively expensive, not the Supercaliber SL 9.6 Gen 2. It shares the same frame layout and suspension tech as our test winner, but uses a heavier OCLV carbon lay-up and a RockShox Recon Gold RL fork to reduce costs and achieve a more competitive price point. You also get a 12-speed Shimano SLX drivetrain and a dropper post, so it’s ready to rock and roll.

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Trek Supercaliber Review — Podium-Winning XC Race Bike

Maddie Munro showing off her skills on a Trek Supercaliber.

The Trek Supercaliber is an XC race bike designed to bridge the gap between hardtails and full-suspension MTBs.

The Supercaliber utilizes innovative Trek Bikes’ IsoStrut suspension technology and industry-leading components to maximize performance and gain an advantage over the competition.

Snappy XC geometry, fast-rolling tires, premium carbon fiber, and low-travel suspension make this bike lightning fast and efficient.

With seven builds in the series, XC riders with big ambitions can choose the Supercaliber that fits their needs and budget.

This Trek Supercaliber review will outline the series’ standout characteristics, discuss each model in detail, and finish with our verdict on who should choose this bike.

A race-ready cross-country mountain bike designed for speed and efficiency.

Exceptionally efficient
Agile and snappy handling
Ultra-lightweight for a full-suspension bike
Plenty of small bump sensitivity
No dropper post
Narrow handlebars

Main Trek Supercaliber Specs

Frame: Carbon OCLV
Wheel size: 29″
Tires: 2.2″
Front travel: 100mm (120mm compatibility)
Rear travel: 60mm
Drivetrain: 12-speed
Brake rotors: 180mm (f), 160mm (r)
Weight: 21.6 – 27lbs

Trek Supercaliber Overview

The Trek Supercaliber is a specialist cross-country bike for riders who want to maximize speed and climbing efficiency. This bike will help you break all your personal bests on your local XC trail but won’t provide much comfort on rough terrain with its narrow tires, rigid seatpost, and 60mm of rear suspension.

Carbon OCLV Frame

Trek’s frames are renowned for their innovative design features and world-class ride characteristics fit for champions. Each Supercaliber uses the same patented OCLV Mountain carbon frame.

Trek utilizes techniques borrowed from the aerospace industry to deliver one of the world’s strongest and most durable carbon bike frames , even after impact.

The Supercaliber has a Straight Shot down tube to enhance the responsiveness of the frame and reduce weight. Another unique feature is the Knock Block headset design that prevents the fork crown and handlebars from spinning too far in a fall, which often damages the frame.

Trek also designed the Supercaliber frame with enough space to carry two water bottles, a non-negotiable for demanding XC racing. Finally, Trek backs each frame with a limited lifetime warranty.

XC Geometry

The Trek Supercaliber geometry plays a big role in its ride characteristics. Its straightforward, compact design delivers a sharp and efficient ride quality .

Trek Supercaliber has a straightforward, modern and compact geometry with a Straight Shot downtube that reduces weight and improves handling.

It has a steep 69-degree head angle and a relatively slack seat angle of 74 degrees. A short stem (70mm), a tight rear center of 430mm, and a compact wheelbase of 1079 to 1172mm keep the Supercaliber as agile as possible.

This geometry means the Supercaliber can change direction quickly and with minimal effort, allowing easy navigation of tight switchbacks and picking the fastest line. The low bottom bracket drop of 53mm also helps balance the sharp steering with extra stability.

Trek IsoStrut Suspension

Trek’s IsoStrut frame-integrated rear suspension is a bespoke system designed in partnership with Fox. The Supercaliber comes with a Float Factory or Float Performance shock integrated into the IsoStrut, depending on the build.

Trek’s IsoStrut technology provides the Supercaliber with firm and precise suspension that help the bike thrive on XC race tracks.

Each Supercaliber has just 60mm of rear travel, which aligns with Trek’s minimalist thinking. The IsoStrut is a structural element of the bike , eliminating the need for extra parts and unnecessary weight. The shock is enclosed in a stanchion that protects it from damage and reduces lateral frame flex.

The IsoStrut contributes to a more efficient, durable, and sleek bike. In addition, by utilizing the remote lockout, you essentially turn the Supercaliber into a hardtail.

You can tune the spring rate and adjust the rebound as you would on a standard shock. The only downside is that it requires more effort to maintain as you must disassemble the bike to service it.

Trek Supercaliber Builds

There are four models available in 2023. The new 9.6 and 9.7 Trek Supercaliber 2023 builds and the 2023 versions of the 9.9 and 9.8.

All four models have a carbon fiber frame and components from leading manufacturers like Shimano, SRAM, Maxxis, Fox, RockShox, and Trek’s Bontrager. The Trek Supercaliber price varies from mid-range to elite-level.

Trek Supercaliber 9.6 2023

MRSP: $4,300

The Trek Supercaliber 2023 9.6 is the most affordable model. Of course, this version isn’t cheap but gives ambitious cross-country racers a more achievable price.

The 9.6 comes with the same premium OCLV Carbon frame and IsoStrut suspension as the top models. However, it has a Fox Float Performance DPS shock paired with a RockShox Recon Gold RL fork.

This version is the only one with alloy wheels; Bontrager’s Comp 23s. These come wrapped in XR2 Team Issue tires. The rest of the build kit on the Supercaliber 9.6 is aluminum alloy, excluding the steel-rail Bontrager Arvada saddle.

Finally, this build has a Shimano Deore/SLX groupset with a 10-51t cassette and MT4100 brakes.

Trek Supercaliber 9.7 2023

MRSP: $5,100

The Trek Supercaliber 9.7 is another 2023 edition of the bike. It’s built with mid-range components for more accessibility to the general market but gets a few notable upgrades from the entry-level 9.6.

The most significant improvement is the step up to SLX/XT drivetrain components with MT501 brakes. Additionally, the 9.7 gets Bontrager Kovee Elite 30 carbon fiber wheels.

Other notable changes include an E*thirteen alloy crankset, a Bontrager P3 Verse Elite stainless steel saddle, and vibration-absorbing ESI chunky grips. All of these changes reduce weight by 1.6lbs to 25.41lbs.

Trek Supercaliber 9.8

MRSP: from $6.550

The Trek Supercaliber 9.8 is the more affordable of the two pro-level models. The 9.8 is available in three builds , SRAM GX, GX AXS, and Shimano XT, with $1,000 separating them.

The 9.8 gets several upgrades on the 9.7, including Kovee Pro 30 wheels and a carbon seatpost, stem, and handlebars. Additionally, the fork steps up to a Fox Performance 32 Step-Cast or a RockShox SID SL on the electronic SRAM build.

The other major change is the improved groupset. Each 9.8 has a carbon crankset, and the SRAM models come with 10-52t cassettes. The 9.8 models are roughly 2.5lbs lighter than the 9.7.

Trek Supercaliber 9.9

MRSP: $9,550 – $11,500

The Trek Supercaliber 9.9 is the most advanced model and comes from their latest lineup. It comes in two builds, SRAM XX1 AXS and Shimano XTR, with almost $2,000 separating them.

Both Supercaliber 9.9s get Fox Float Factory shocks. In addition, the XTR has a Factory 32 Step-Cast Float fork, and the top model gets a RockShox SID SL Ultimate.

The wheels are Bontrager’s highest grade Kovee XXX carbon wrapped in XR1 Team Issue tires. Unusually, the XTR is the only version with a dropper post, a Fox Transfer SL 100mm.

Finally, the Trek Supercaliber 9.8 XX1 AXS has SRAM Level Ultimate brakes. Both weigh approximately 21.5lbs.

How Does the Trek Supercaliber Perform on the Trails?

The Trek Supercaliber is a high-performance machine built for speed. So it’s no surprise that this bike is used by world-class cross-country athletes , including Jolanda Neff, in her 2021 Olympic XCO win.

Where Does the Trek Supercaliber Thrive?

Trek Supercaliber weight and pedaling efficiency are its two standout characteristics. With an unusually light build for one of the best full-suspension bikes , you will have a distinct advantage over your competitors in a race environment.

This efficiency comes from the stiff and lightweight OCLV carbon fiber frame with IsoStrut suspension. IsoStrut ensures you get maximum power from each pedal stroke for an incredibly snappy feel when you put the power down.

This bike is so efficient that the remote suspension lockout is only really beneficial for sprint efforts. The racey geometry of the Supercaliber means it is agile and responsive for cross-country-style trails, allowing you to maneuver tight situations and pick the smoothest line.

Although it doesn’t ride like traditional 100mm XC bikes , it’s not far off. The 60mm travel in the rear provides just enough extra traction and comfort when you need it.

To get the best out of this bike, it helps to ride aggressively, attacking chunkier sections to avoid getting hung up.

What Can Be Better?

There’s not much we would change about this bike. For the casual rider, the 60mm rear travel means this bike will quickly bottom out on big hits, meaning you’ve got to be more conservative on chunkier terrain. That said, this isn’t a bike for your typical rider.

The one component that may be worth changing for some riders is the narrow 720mm handlebars. In addition, we’d like to see a dropper post to improve the bike’s overall capability.

Trek Supercaliber Sizing

The Trek Supercaliber frameset is available in six sizes, S to XXL, with a rider height range from 5′ to 6’8″.

S – 5′ to 5’6″
M – 5’3″ to 5’8″
M/L – 5’5″ to 5’10”
L – 5’10” to 6’2″
XL – 6′ 1″ to 6’5″
XXL – 6’5″ to 6’8″

This bike is a significant investment, so you’ll want to ensure it fits perfectly. If you fall between two frame sizes , visit a Trek dealer near you to test-ride the two models that might work. Alternatively, you can compare the Trek Supercaliber size chart and geometry to an XC bike you’ve ridden before.

Bottom Line: Should You Buy a Trek Supercaliber

As we’ve seen, the Trek Supercaliber is a highly-specialized XC mountain bike, limiting its appeal to the broader market.

Incredibly efficient suspension, a stiff, lightweight frame, agile geometry, and industry-leading components give this bike its ability on cross-country trails.

Jolanda Neff riding her Trek Supercaliber XC race bike to Olimpic victory.

This ability makes the Supercaliber an excellent choice for ambitious XC riders who want a bike to help them smash their PRs and win races. However, if you’re not obsessed with speed and just want a bike to handle a variety of trails and climb well, the Supercaliber mightn’t be for you.

Add this premium race bike to your shortlist if you want pro-level performance and have the budget to match.

Shop on TrekBikes.com

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About the Author

Jordan Grimes

10 thoughts on “ trek supercaliber review — podium-winning xc race bike ”.

Thanks so much for your assistance in my purchasing decision. Great article by the way!

You’re welcome, Edward! Have fun riding!

Thanks. Which SLR 2024 Supercaliber model would you recommend for an enthusiast who might race only once a year?

The lowest-priced SLR 9.8 XT Gen 2 should be plenty good!

I have a 2021 Trek Procaliber and love it. How would a 2024 Supercaliber compare to my Procaliber in shock absorption, handling, weight, etc.?

Hi Edward! To be honest, the two would feel very similar to ride, though the shock absorption and handling would be better on the 2024 model considering it has 10mm more travel and the carbon fiber technology is getting better and better in terms of weight and compliance. Other than that, they don’t differ all too much.

Thanks for your response. What would be a great alternative to the 2024 Supercaliber? How about the Specialized cross country bike? Or others?

Specialized Epic is a great alternative. At the moment, Specialized is running a massive discount, so you can get the full suspension Epic EVO for just $2,400 (down from $4,000), which is a pretty good deal (though stocks might be low). You could also consider the Specialized Chisel (Hardtail) or Canyon Lux, both are excellent choices.

Does the 2024 model now appeal to a broader base of non racers? Thanks.

I wouldn’t say so, Edward. The 2024 Trek Supercaliber is still an XC race bike—the cheapest model has a carbon frame and costs $4,300. Non-racers can get it, but it’s a commitment.

I Want A Race Bike: Blur, Epic or Supercaliber?

Add to quote

I know the saying is to "race what you got" but I also hear there is also an "N+1 rule." The Blur, Epic & Supercaliber are in my size at various LBS in my area. I haven't had a chance to test any yet as the only one in stock is the Supercaliber, the rest can get there within 5-7 days. Any thoughts on these bikes? I have watch countless yourtube videos, read reviews, but they all seem to have nothing but praise on all of these. I am looking to go fast & push my limits. Price range is $7500. The other option is to wait a year, save more bump the budget next year. What say you?

I've got a Supercaliber and it is a ripping race bike. I bought it on a lark, figuring I'd sell it quickly, and I love the thing. It just wants to go, to the point that I'm going to jump back into a few endurance races at age 63, after about 7 years of "retirement". It's kind of a gentleman's hardtail -- or old guy's hardtail. 🙃 I had an Epic ages ago, and hated the brain, but others love them. They sure aren't cheap to service. It was the fastest, least fun bike I've ever owned. I have no firsthand experience with the Blur, but if this was going to be my only bike, and I was also going to trail ride some rougher stuff when I wasn't racing, I'd probably lean that way, of the 3 you're considering. Don't wait a year.

How does the Supercaliber compare to a hard tail?

I was between the Blur TR and Epic Evo recently. The Blur seemed to be a solid grand more in cost for equivalent build levels and reviews suggested the Epic Evo was a slightly better descender. I'd already owned an SC Superlight and always wanted a Specialized, so I went with a '21 Epic Evo Expert. Absolutely loving it so far. The regular Epic would give me pause with the proprietary Brain suspension (Evo doesn't have this), would possibly choose the standard Blur if I wanted a 100mm travel race bike.

Epic Evo with a nice carbon wheelset would be tasty.

I had an '18 Epic. The bike was okay. But I didn't like the Brain, and I didn't like how easy it blew through rear travel on hard hits. If anything I would go with the Evo here. Supercal was on my list as a pure XC race bike. But that's all I would use it for. Friend has the last generation of Spark and absolutely loves it. I just picked up an Intense Sniper and am overwhelmingly impressed. I will probably never know if it is as fast as the Epic or the HT I used to race, but it is the most fun XC bike I have ever ridden. And it certainly FEELS like it pedals FAR better than the Epic. With my current impression with the Sniper, the Blur would probably be higher on my list.

Agree to disagree then. I count same front center as the half of the same frame. The old Evo was totally Epic with longer fork (short rear travel and still has brain). This current Evo is still XC front center, with no brain and different linkage and rear center to make it 110mm rear travel. Front center is still XC light. It isn't trail burly like Stumpjumper. Rear center doesn't gain any bulk/durability either, it just lose brain. It's Evo version of Epic (Epic with more fork and shock travel). Not becoming trail bike (Stumpjumper). Anything that really demand Pike fork are a bit too burly for light xc frame IMO. Stumpjumper doesn't gain weight over Epic for nothing. I'm not saying 120 to 130mm travel is a big gap. But I'm saying there is a gap in weight, build and intended usage between Sid Ultimate 120mm travel to Pike. Hence why it's out of place pairing with Ultra light XC frame.

I wish I could've test ridden the super caliber. Just remember you'd be limited on tire width with the super caliber to either 2.2 or maybe 2.25 which may not be an issue for you. I love riding technical trails, so I ultimately decided it wouldn't be the best bike for me. I demoed the Epic pro and it was a stunner on the climbs, literally any climb it did so efortlessly. On any other parts of the trail, I felt I was getting beaten up. It is super nice to not have to think about locking out the bike. The brain was ultimately a deal breaker for me. I read too many negative things and didn't want to deal with sending in for service etc. If money was no object, I'd probably do was Russel Finsterwald does and swap the fork to a Fox fork (or other non-brain) and that would be a pretty damn good bike. Can't comment on the Blur, but it seems the safest bet of the three. I ended up with the Epic Evo and I love it so far. As posted above, some people spec them as trail bikes, and others more to the lightweight XC side. I appreciate the versatility and lack of brain.

djr21589 said: I wish I could've test ridden the super caliber. Just remember you'd be limited on tire width with the super caliber to either 2.2 or maybe 2.25 which may not be an issue for you. I love riding technical trails, so I ultimately decided it wouldn't be the best bike for me. I demoed the Epic pro and it was a stunner on the climbs, literally any climb it did so efortlessly. On any other parts of the trail, I felt I was getting beaten up. It is super nice to not have to think about locking out the bike. The brain was ultimately a deal breaker for me. I read too many negative things and didn't want to deal with sending in for service etc. If money was no object, I'd probably do was Russel Finsterwald does and swap the fork to a Fox fork (or other non-brain) and that would be a pretty damn good bike. Can't comment on the Blur, but it seems the safest bet of the three. I ended up with the Epic Evo and I love it so far. As posted above, some people spec them as trail bikes, and others more to the lightweight XC side. I appreciate the versatility and lack of brain. Click to expand...

The Epic pro is a killer build right in the 7k range. I have a Epic its great, but I think they are all great options. However across the board Santa Cruz's builds d are pretty awful for the money. I would personally go either Supercaliber or Epic for pushing the limits. Both will be snappier and feel more like a xc race bike than a Blur.

wat get for 7k?

I was just hunting for Blur TR's for my wife and I for racing endurance stuff again. But there's no frames available and their full SRAM builds were expensive compared to the Specialized equivalent (I need gripshift due to damaged thumb). I also couldn't find anywhere with the SRAM builds coming in to stock any time this year. So just picked up Epic EVO Experts for us both. I don't think you'd go wrong with any of the three if their sizing works and you can get a build that you like.

Have you looked at the BMC Two stroke or 4 stroke…. Scott has some good models as well.

Epic evo Sent from my iPhone using Tapatalk

FJSnoozer said: Epic evo Click to expand...

Pivot Mach 4

Pike fork (130mm travel) on xc frame! That's a stretch request from Epic frame that was designed for 100mm travel xc fork. I'd assume 120mm travel (Sid Ultimate) would be more appropriate.

Hexsense said: Pike fork (130mm travel) on xc frame! That's a stretch request from Epic frame that was designed for 100mm travel xc fork. I'd assume 120mm travel (Sid Ultimate) would be more appropriate. Click to expand...

I know it's Epic Evo. But... Epic Evo share the same front triangle as Epic. Only rear linkage and rear triangle are different (no brain). Hence why Epic Evo frameset weight is lighter than Epic. Because it's that super light (not saying it wouldn't be durable enough for trail use) xc frame minus the brain. So, Epic Evo was already a stretched, overforked Epic. Here we overforked it further. Not saying it wouldn't work. But to think where front triangle started started as makes 130mm travel fork out of place.

Plenty of bikes share the same front triangle such as the GG. The dimensions of the front triangle are only a small percentage of the make up of the bike. It’s a 110 frame, that runs a 120 fork. Lengthening it 10mm which at sag is. 8mm increase, is no big deal, not to mention that you could go to a 51 offset fork which could bring stack down a hair. The old epic evo was an over forked evo, this bike is a different bike. Sent from my iPhone using Tapatalk

Bikes will always take a bigger tire than the manufacturer will recommend. The manufacturer recommendation is to allow run for a wheel to come out of true and for some mud to accumulate. It is worth considering the consequences if you get it wrong. I was at a muddy World Cup 3 or 4 years ago and a ton of frames got destroyed from mud getting jammed between the wheels and the frame.

There's pretty much no US support for Merida, otherwise I think they make some pretty cool bikes.

You already actually listed them in order from burliest and most xc focussed. Supercaliber has short travel. And some say it does not handle great on descend. Really a bike focus for XC course. Due to its short and efficient travel it doesn't really benefit much from locking it out. So, no brain or manual lockout needed. Epic has more travel but it has brain. Which, depend who you ask. It could be bad on leisure ride or god send on go fast and push the speed limit ride. More capable bike than Supercaliber overall. The antisquat of Epic suspension geometry is not really high. It need Brain to perform as good as it does. Blur has more anti-squat than Epic, yet no Brain to make small bump harsh. So, overall possibly plusher unless you lock it out. While Brain on Epic do the lock and unlock automatically, it has some delay due to the inertia valve nature. If you are active with your left hand to remotely lock and unlock suspension manually, Blur is the best route to go of this bunch IMO.

They are all really good bikes that will get the task done. Epic: I think specialized sets the standard for carbon frames. The frame it self is fantastic, but the "brain" is one of those things you like or you don't like. You have to ride it to decide if it is for you. I spent a lot of time on an Epic this year, the brain wasn't terrible but I prefer bikes without it. Trek: Super interesting design. Not the lightest and short on travel but stiff. The bike took some initial heat but after being one of dominant bikes in WC racing this year it has proven race performance. Blur: Of the three I like it the most. Nothing weird going on with design, 100mm of travel, no weird shock mounts or brain, just a simple yet effective design. But, in Canada at least, they are quite poorly speced for the price.

LMN said: They are all really good bikes that will get the task done. Epic: I think specialized sets the standard for carbon frames. The frame it self is fantastic, but the "brain" is one of those things you like or you don't like. You have to ride it to decide if it is for you. I spent a lot of time on an Epic this year, the brain wasn't terrible but I prefer bikes without it. Trek: Super interesting design. Not the lightest and short on travel but stiff. The bike took some initial heat but after being one of dominant bikes in WC racing this year it has proven race performance. Blur: Of the three I like it the most. Nothing weird going on with design, 100mm of travel, no weird shock mounts or brain, just a simple yet effective design. But, in Canada at least, they are quite poorly speced for the price. Click to expand...

Blur - Cross Country Bike | Santa Cruz Bicycles

All those bikes are capable of winning especially at the amateur level. Go with the one that is easiest to service, has the best warranty and best customer service.

BLur and Epic just seem to be more flexible as mountain bikes vs. the Trek. I like both, and just wish the frame-only options weren't so damn expensive!

IIRC, Trek bases their max tire size recommendation off a minimum clearance of 7 mm, and that comes from the CPSC?

My '22 Blur will fit a 2.6 with plenty of room.

Why would you put 2.6" tires on an XC bike? (Not criticizing, wondering why since usually speed and less resistance seems to be the name of the game). UPDATE: Test rode the Supercaliber. It is an absolute rocket. Definitely more hard tail than full suspension. It was snappy and all power went to moving forward. Santa Cruz Demo is up next, will report back.

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Trek’s New Supercaliber Sets the Benchmark for XC Race Bike Performance

The revised Supercaliber has more suspension travel, a lower weight, and a dropper seatpost comes standard. Plus it’s an absolute rocket up hills.

The Takeaway: The new Trek Supercaliber is an unapologetic and uncompromising cross country racing machine. The second-generation platform adds travel with a new RockShox-made IsoStrut while maintaining its climbing prowess. All models feature a dropper seatposts.

Trek Supercaliber SLR 9.9 XX AXS

When launched in 2019, the first version of the Trek Supercaliber was mountain bike racing’s worst-kept secret. It was rumored, spy-shot, and raced throughout the UCI Mountain Bike World Cup season by Trek’s high-profile pro riders Jolanda Neff and Evie Richards. The brand went so far as to make a custom sleeve to hide the IsoStrut rear suspension from the world. The second-gen Supercaliber looks so much like the first that I would be shocked if many even noticed it being raced before its release.

Like the original, the new Supercaliber is an unapologetic and uncompromising cross country racing machine. The structurally integrated IsoStrut system still pivots at the bottom bracket, but the strut itself is now made by RockShox (instead of Fox). The new shock provides 80mm of dampened rear wheel travel, an increase of 25mm from the original. Trek notes the new Supercaliber yields an additional 3 to 5mm of flex-stay travel, depending on rider weight (but it's not included in the 80mm figure).

The original Supercaliber bridged the gap between fast-pedaling hardtails and more capable full suspension race rigs. With the addition of more travel, the new bike sheds the notion of being a soft tail and plants its flag firmly in the realm of full suspension. Supercaliber’s evolution tracks with the changes made to World Cup cross country courses over the past few seasons. With bigger and steeper obstacles added to races, the Supercaliber needed updates to keep up with other hyper-focused, lightweight, and efficient XC race bikes.

Geometry Updates

Trek updated the Supercaliber’s geometry in the most predictable way. Yup, say it with me: The new Supercaliber is longer and slacker.

Trek was careful not to go overboard with the changes, citing that the Supercaliber is still a purpose-built cross country bike. It feels wild to think of a 67.5-degree head tube angle as somewhat conservative. But considering the recently released Specialized Epic World Cup is a full-degree slacker, it almost feels like Trek is playing it safe.

Models and Pricing

Trek offers the Supercaliber in seven builds. Pricing starts at $4,200 for the base Supercaliber SL 9.6 and peaks at $11,700 for the range-topping Supercaliber SLR 9.9 XX AXS model.

New for the second-generation Supercaliber is two frame levels. The two lowest-priced models use an SL-level frame. The five pricier models feature an SLR-level frame with a lighter carbon layup and without internal cable guides to save weight. The SLR frame is available for $4,000.

Supercaliber SLR 9.9 XTR — $9,550 Fox Factory 34 Step-Cast, RockShox IsoStrut, Shimano XTR M9100, Bontrager Kovee RSL Wheels
Supercaliber SLR 9.9 XO AXS — $9,000 RockShox SID Ultimate, SRAM XO T-Type, Bontrager Kovee Pro 30 Wheels
Supercaliber SLR 9.8 GX AXS — $7,350 RockShox SID, SRAM GX T-Type, Bontrager Kovee Comp 30 Wheels
Supercaliber SLR 9.8 XT — $7,000 Fox Performance 34 Step-Cast, RockShox IsoStrut, Shimano XT M81000, Bontrager Kovee Elite 30 Wheels
Supercaliber SL 9.7 AXS — $5,700 RockShox Reba RL, SRAM GX T-Type, Bontrager Kovee Comp 25 Wheels
Supercaliber SL 9.6 — $4,200 RockShox Recon Gold RL, Shimano Deore / SLX, Bontrager Kovee Comp 23 Wheels

Trek Supercaliber SLR 9.8 GX AXS

Ride Impressions

First, a bike like the Supercaliber needs some context. This is a cross country race bike. When I say that the new Supercaliber is a capable descender, the caveat is that the bike is capable for an XC bike. This is not a bike you should take to a shuttle day with your enduro-loving friends.

The Supercaliber’s capability on technical terrain is very rider-dependent, much more so than a bike with more travel. The less suspension travel, the more rider skill comes into play.

When you charge into a technical section with precise line selection and full commitment, the Supercaliber rewards you by carrying momentum. But if you hesitate or waver, the bike gets bogged down just as easily. The bike can be unforgiving when you get it wrong but incredibly fast when you get it right.

The bike is absolutely world-class when it comes to going uphill. The Supercaliber is so efficient that the remote lockout almost felt redundant. The updated RockShox Twistlock lockout is a much-needed improvement over the previous version. It does a much better job of staying in the selected position. But I found myself locking out the Supercaliber only on paved or gravel roads. Even on slightly chunky fire road climbs, the bike rode better with the suspension open, simply for the added rear wheel traction.

If you seek a plush trail bike that floats over the trail, absorbing rocks and roots, I recommend looking at a different bike. Perhaps consider the much-loved Evil Following . Or the Rocky Mountain Element if you still want something lightweight. The Supercaliber is the right bike for two types of riders: those committed to racing XC and riders who love the feel of a lightweight mountain bike above all else.

Supercaliber or Epic World Cup?

If you are considering purchasing a Supercaliber, then it’s highly likely that you also are thinking about the latest Specialized Epic World Cup . The two bikes are incredibly similar in many ways. They share a strikingly similar look and are designed for the same purpose. They also have almost the same wheel travel (11omm front for both/80mm rear for the Supercaliber, 75mm for the Epic) and are similarly priced ($11,700 for the Supercaliber and $12,000 for the Epic) at the highest end.

The main difference between the two bikes is how they create their rear wheel travel. The Trek design uses a single pivot at the bottom bracket with the unique IsoStrut layout to achieve its travel figure. Specialized’s layout is more traditional—a mini-link hidden inside the top tube, just in front of the seat tube—that drives a more conventional shock.

The Supercaliber uses a cable lockout to control its front and rear suspension. The Epic uses its proprietary Brain system for the fork and a new adjustable negative air chamber for the rear shock. The Specialized design allows riders to adjust the force required to activate the suspension. But there is no way to adjust this system mid-ride.

The Supercaliber’s suspension felt much more active and usable in my testing. With the Epic, I had to compromise the suspension setup—either very firm or very soft. If you’re a “set it and forget it” type of rider, perhaps the Epic’s system will be right up your alley. Most serious XC racers use a remote lockout on their bikes because it’s easy to hit a switch to have fully active suspension when needed (or locked out when not). Specialized’s system worked okay in my testing, but it also left me more beat up on technical terrain.

I also give Trek big kudos for resisting the urge to stick a bunch of hose and cables through the headset (like Specialized and several other mountain bike brands have done lately). Headset cable routing makes servicing the upper headset bearing a massive pain, a problem only exacerbated by the extra maintenance often required on mountain bikes. Worse, there is no performance upside. Even if you could show a small number of watts saved by integrating the cables, that would hardly matter for racers because that whole area is always going to be covered by a number plate.

In terms of weight, the Epic World Cup is technically lighter than the Supercaliber, but not by much. The two large-sized bikes I weighed were only separated by a half-pound difference. And the Supercaliber includes a dropper post, while the Epic World Cup does not. Personally, I would happily take the 8-ounce weight penalty of one, even when racing.

The Epic is a very particular bike for a very particular type of rider. The Specialized is for someone who prefers the feel of riding a hardtail but who doesn’t want a hardtail.

For my money, the new Trek Supercaliber is the better overall race bike. Its suspension feels better, and the Supercaliber is nearly as light and avoids all the internal cabling headaches of its primary rival. Plus, the Trek is equipped with a dropper post.

Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer.

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Trek Supercaliber SLR Gen 2 9.9 XX AXS – highly efficient, super taut XC racer

Trek’s dedicated, xc racer has had a complete overhaul so just how super is the supercaliber now.

BikePerfect Verdict

Trek’s new Supercaliber rides exactly how you’d want for super efficient XC speed but it’s not as versatile or smooth as longer travel XC bikes and it’s heavier than some too.

Super efficient pedaling

Firmly fast ride feel

Balanced XC handling

200g lighter than before

Dropper post on every bike

Smart race and servicing details

Heavier than some longer travel bikes

Multi cable chaos

Skinny tires on the XX AXS

Why trust BikePerfect Our cycling experts have decades of testing experience. We'll always share our unbiased opinions on bikes and gear. Find out more about how we test.

Trek’s Supercaliber has been a super successful racer with both Olympic and World Championship wins to its name. They haven’t disturbed the hidden shock silhouette that makes Trek's best XC mountain bike instantly recognizable either but everything else about the G2 bike - including the unique IsoStrut suspension - has been evolved for an even faster result.

Design and geometry

I’ve already covered a lot of the construction changes and development story of the new G2 in Trek Supercaliber news article , but here’s a quick recap. The OCLV carbon frame looks the same but all the tube shapes have been revised and higher-quality composites used in several sections. The Knock Block steering limiter has gone as Trek’s pro racers generally removed it to get the stem lower anyway and the lightest SLR frame loses the internal cable trunking. That means around a 200g weight saving over the previous Supercaliber frame depending on size.

The super-wide PressFit 92 bottom bracket stays to allow similarly wide seat tube, down tube, and main pivot dimensions to maximize stiffness so the new bike is as rigid as the old one under power. While the PF BB isn’t popular in terms of longevity or quietness Trek’s decision to stick with conventional internal control routing rather than headset-based hiding gets a servicing thumbs up. There are two bottle cages included too although the seat tube mount will only take a standard 600ml bottle even on a large frame.

Geometry is balanced between adding stability and familiarity for the hyper-sensitive biometrics of pro racers or time-served traditionalists. That equates to a 67.5-degree head angle that’s 1.5 degrees slacker than before and slightly longer chainstays, but an only slightly longer reach at 460mm on the large and a middling 74.5-degree seat angle. The bottom bracket height goes up slightly to reflect the increase in travel from 60mm to 80mm and the main pivot also comes up 10mm in the frame.

Trek Supercaliber SLR 9.9 front wheel and fork

Components and build

The new Supercaliber SLR comes in five complete 9.9 / 9.8 builds - XX, XO, and GX from SRAM plus XTR and XT from Shimano. Then there are SRAM (9.7) and Shimano (9.6) builds on the heavier SL bikes. All bikes get the same ‘IsoStrut’ suspension though which uses a sealed shock tube built into the top of the flex seat stays to ‘milk’ the 38mm shaft bolted into the top tube. For the G2 this is made in collaboration with RockShox using a mixture of SIDLuxe style internals and ZEB fork bushings and seals. The fork is the latest SID SL from RockShox in the maximum 110mm travel option and both fork and shock have lockout settings controlled via a TwistLock grip on the left-hand side of the bar. Stop and go gear is top drawer SRAM with Level Stealth Ultimate four pot brakes and carbon-rich, AXS wireless controlled XX SL T-Type gearing with a 34 tooth chainring.

Trek’s component brand Bontrager provides the -13 degree one-piece carbon cockpit, carbon-railed Aeolus saddle, superlight 1245g Kovee RSL wheels, and new St Anne RSL cross-country tires . The SID SL spec means the XX bike has to use ‘2.2in’ wide (actually 54mm or 2.1in) rubber, while all other bikes get 2.2in (actually 59mm or 2.3in wide) versions of the tire.

Ride, handling and performance

First things first, let me make it clear that the Supercaliber is a serious race/speed bike. Trek officially allows 100mm and 120mm fork options on either side of the 110mm default to slightly adjust the geometry. Design lead Alex Martin said they’d also ridden the bike with a 130mm fork and chunkier tires for fun. They’ve deliberately not followed the current XC/fast trail trend of creating two bikes out of one by offering a 100mm fork and short shock option and a 120mm fork and longer shock option on the same frame platform.

Even with a 20mm increase in travel, the unique IsoStrut shaft shock is a race damper though. Leverage has been slightly increased, boosting sensitivity and progression in the process, but It’s still a very low pressure (I ran 100-110 psi with a 72 kg loaded rider weight) set-up. Low-pressure shocks always feel ‘sticky’ and that’s compounded by the notoriously tight Zeb bushings on the IsoStrut. Even though Trek individually size the bushings and strut on each bike to find optimal tolerances you need to be patient for them to ease up a bit. Inevitably the more you ride the bike the smoother you think it is as the body adjusts too, but switching back to longer travel conventional XC bikes immediately underlines that this is a skimmer, not a smoother. Even running 30 percent sag to get full travel regularly, you normally only realize that’s happened when you check the travel ring when you stop riding. There’s certainly no sense of sag or wallow from the back end when you’re getting back on the power, coming out of rough sections or lumping through the pockets between roots and rocks and/or when low pedal revs are doing their jerky, janky thing.

That’s totally fine when you’re on the power, with that extra anti-squat tightening the suspension further so you skip across the top of roots and rocks with just enough movement to stop you from getting choked like a hardtail. It lands decent-sized drops with a lot more control and calm than a hardtail too. The new longer travel, stiffer crown SID SL can handle more hammer than you’d probably expect too. It feels awesome under power-up climbs too where the structural stiffness of the IsoStrut and broad BB frame gives it a real edge against more 3D flexible conventional shock and linkage bikes. Overall sharpness feeds the dilated pupil, hunter vibe that I think a truly dedicated race bike should have, creating an unspoken agreement that you’re both going to go full gas for as long as it takes, even if that’s a lot longer and harder than is comfortable.

The inevitable flip side of this is compromised comfort and traction compared to a more flowing bike. That’s particularly true with the stock 2.2 tires fitted which pretty much eradicates any chance of inserting a save between “Everything is OK - damn that hurts’ moments. Even with 2.4 versions of the St Anne tires fitted to screen out some of the chatter and slither the high Anti Squat scatters gravel and shaves sideways off roots and rocks under power more than a neutral set-up. On the flip side, you’ve got a ton of feedback to know exactly where to apply that power for your own traction control/torque judgments and I’d have that over-depressing, watt muffling mush. It’s a credit to how efficient the bike pedals that I rarely twisted the shock into lock mode and comparing it to the new SID set up ‘Open’ on the Supercaliber feels like ‘Pedal’ on the 3P damper.

The excellent ‘skip across a section at full throttle’ moments of velocity affirmation when you’re fresh or just feeling ferocious are also balanced by the hookups and chokes when you don’t quite hit/maintain ‘skip across’ speed and there’s no extra smoothness or travel to keep you afloat. Even set up soft with the bigger tires there’s no pillowy plush for reducing the shoulder, wrist, leg, and back fatiguing beating that epic rides or longer/rougher descents dish out either.

Trek Supercaliber versus Specialized Epic World Cup

Questions on how the new Supercaliber compares to the superficially similar Specialized Epic World Cup started as soon as I posted pictures of the bike on social media, so here's my take. Unsurprisingly it all revolves around the shock and suspension kinematics. That’s because while the 66.5-degree head angle and 73.5-degree effective seat angle of the Epic are a degree slacker on paper, once you’ve added the sag effect of the Trek against the minimal sag Specialized they’re basically the same shape on the trail. There’s only a 5mm difference in the suspension travel too, but how it’s delivered is very different.

Basically, the World Cup uses a unique WCID version of the RockShox SIDLuxe shock where you get to set the negative chamber inflation volume and therefore sag yourself. Even in the ‘Full Gulp’ setting, that’s a minimal amount of sag so the shock feels ‘topped out’ a lot of the time. Add the inertia valve of the BRAIN fork used on every model and that often means an uncomfortable feel when cruising. Specialized have given the bike surprisingly low anti-squat figures though so powerful pedal strokes can still compress the shock enough to cause a noticeable ‘bob’ even in ‘Zero Gulp’ mode. Low anti-squat means once the shock is moving the bike feels very mobile and open. That’s great for smoothness and traction, but it feels surprisingly mushy under power despite the frame feeling structurally taut. As the shock set-up is based on completely deflating the shock there’s no way to change how it feels while riding either.

In contrast, the Trek just feels like an efficiency/stiffness-optimized version of a conventional bike, staying taut under power and moving just enough when needed without ever undermining that muscular, zero-watts-wasted feel. Interestingly while the claimed frame weights are 150g in Specialized’s favor and the complete S-Works has a rigid carbon post, not a dropper, the BRAIN fork means actual complete bikes are within a few grams of each other on the scales, and the Supercaliber doesn’t have a power meter (60g extra).

Fox Transfer dropper on Trek Supercaliber

So just how super is the Supercaliber? Flick up to the ‘downers’ section at the start and you’ll see me complaining about the busy cable routing, the creak potential of the PF92 BB and the fact that the frame/shock is significantly (for XC heads at least) heavier than more versatile, longer travel ‘conventional’ XC options.

If you’re looking for a bike that is focused on delivering race track speed rather than having one eye on trail saleability though the Supercaliber is a blisteringly fast, pedaling-optimized weapon even by contemporary XC standards. Judging by how well the previous bike sold and how many comments I’ve had asking “I just want to know if it’s a proper race bike?” This lighter, faster, and more aggressive G2 version will be an even bigger success. Running softer with bigger tires should be on the short list of a lot of marathon/epic riders too and I’ve certainly had a serious amount of type 2 fun on it during testing.

Test conditions

Surface: Gravel, road, roots, rocks, peat, mud, sand, rock gardens, sketchy steps
Trails: Blue and red grade trail centre, natural singletrack in the local tech woods and mixed sheep track/double track out in the middle of the moors.
Weather: Dry to drizzle. 15 - 24 degrees

Tech spec: Trek Supercaliber SLR Gen 2 9.9 XX AXS

Discipline: XC Race
Price: $11,699 / £10, 800 / €11,499
Head angle: 67.5 degrees
Frame material: OCLV SLR carbon fibre
Fork: RockShox SID SL Ultimate 110mm travel
Shock: RockShox/Trek IsoStrut SIDLuxe 80mm travel
Size: S, M, M/L, L (tested), XL
Weight: 9.75kg
Wheel size: 29in
Chainset: SRAM XX SL 34T, 170mm chainset with DUB PF92 bottom bracket.
Rear mech: SRAM XX SL Eagle AXS, T-Type
Shifter: SRAM XX SL Eagle AXS
Cassette: SRAM Eagle XS-1299, T-Type 12-speed 10-52T
Brakes: SRAM Level Ultimate 4-piston disc brakes with 160mm rotors.
Tires: Bontrager Sainte-Anne RSL XR 29x2.2in rear tires
Wheels: Bontrager Kovee RSL, OCLV Mountain Carbon
Bars: Bontrager RSL Integrated OCLV Carbon 750mm handlebar and 85mm stem
Grips: RockShox TwistLoc Ultimate remote with foam grips
Seat post: Fox Transfer Factory SL 125mm dropper
Saddle: Bontrager Aeolus RSL, carbon rails

Guy has been working on Bike Perfect since we launched in 2019. Hatched in Yorkshire he's been hardened by riding round it in all weathers since he was a kid. He spent a few years working in bike shops and warehouses before starting writing and testing for bike mags in 1996. Since then he’s written several million words about several thousand test bikes and a ridiculous amount of riding gear. To make sure he rarely sleeps and to fund his custom tandem habit, he’s also penned a handful of bike-related books and talks to a GoPro for YouTube, too.

Current rides: Cervelo ZFS-5, Forbidden Druid V2, Specialized Chisel, custom Nicolai enduro tandem, Landescape/Swallow custom gravel tandem

Height: 180cm

Weight: 69kg

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It's not the flashiest, but we think the RadCity 5 Plus will more than fit the needs of most riders. It's comfortable, offers plenty of power, and comes with lights, fenders, and a rear rack for your gear. Plus, RadPower makes a lot of accessories that let you easily customize the bike.

In our tests, we found the RadCity 5 Plus to be responsive and powerful enough to get us up and down hills easily, and do so in comfort. It is a bit heavy at 64 pounds, but that should only be an issue if you try to go farther than it's 55-mile range.

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1. Rad Power RadCity 5 Plus

Our expert review:

Specifications

Reasons to buy, reasons to avoid.

For the vast majority of riders, the Rad Power RadCity 5 Plus will be the best electric bike. It has a comfortable design, plenty of power, and a multitude of mounting points for things such as baskets and child seats. Plus, it comes with a rear rack and mudguards. Its 7-speed shifter, combined with three levels of pedal assistance and a twist throttle is more than enough to get you up even the steepest of hills.

Rad Power says that the RadCity5 should get upwards of 50+ miles on a charge; in our testing, it came fairly close — about 40 miles.

We really enjoyed pedaling around on this bike, which is offered in both step-through and step-over models. Its battery, while not fully integrated into the downtube, provides plenty of range, and can also be used to charge your phone (with the right adapter). The one caveat is that this bike weighs a hefty 64 pounds, so you're not going to want to lug it up stairs.

At a starting price of $1,999, it's reasonably affordable, but you should check out our Rad Power Bikes promo codes for the latest discounts.

Read our full Rad Power RadCity 5 Plus review .

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2. Ride1Up Turris

While there are plenty of great electric bikes that cost more than $2,000, the Ride1Up Turris shows that you can get a lot of value from an ebike that costs much less. During our testing, we found the Turris' 750W motor to be more than powerful enough for most situations. We were equally impressed with how quickly it responded when we started pedaling, as many budget ebikes exhibit a slight delay in these situations. (There was a slight lag when using just the throttle, though).

Other standout features include its mechanical disc brakes, easy-to-read digital display, and bright 60 Lux headlight. Included front and rear fenders helped keep our clothes clean on wet days, and its wide, 27.5 x 2.4-inch tires made for a comfortable ride — so much so that we thought that the front suspension felt a bit extraneous.

There's no taillight, so you'll want to check out our picks for the best bike lights , and unlike some pricier ebikes, you'll have to assemble a few pieces of the bike yourself, including the handlebars, front wheel, and pedals. We also had to make a few adjustments to the fenders, which might mean a trip to your local bike shop.

But for those who want an affordable electric bike to get around town, the Turris should be at the top of your list.

Read our full Ride1Up Turris review .

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3. Aventon Aventure.2

If you're looking for a fat-tire electric bike that's less than $2,000, the Aventon Aventure.2 is hard to beat. It's as good off-road as it is on pavement, has a beefy battery and a clear color display, as well as fenders that'll save your clothes from getting too muddy. Other niceties include a brake-activated rear light and turn signals.

The Aventure.2 has both pedal-assist and throttle modes, and the battery and wires are neatly integrated into the frame. What's more, the battery can be removed for charging. The battery lasted nearly the advertised 60 miles on a charge, but, as with other ebikes, we drained it much faster when we relied on the throttle.

While not as capable as a dedicated mountain bike, the Aventure.2 was able to get us up and over hilly terrain, and its torque sensor was quick to translate our pedaling into power.

Our only real critiques were the bike's 77-pound weight and its front suspension fork, which felt unnecessary. Otherwise, it's an excellent bike for the price.

Read our full Aventon Aventure.2 review .

best for commuters

4. Charge Bikes City

If you plan on commuting to work, Charge Bikes City may well be the best ebike for you. Not only does it come with features like full-fenders to keep the mud off and a rear rack for a pack or bag, but it does everything well for a very reasonable price. The Charge City has a five level power assist, as well as a full-power throttle button, should the need or hill arise.

The biggest reason why we think this bike is best for commuters is that its handle bars fold flat, so you can more easily store it in an apartment or a cubicle at work. It comes with all the necessary bells and whistles a commuter is going to want, including the bell (actually a superior and very loud electronic horn). The bike is available in both step-over and step through, and in a few color options, too.

The City's electric assist is so smooth you'll think you're doing all the work yourself. At night, the bike's lights sufficiently lit up the road and the throttle helped us zip around potential trouble when we felt out of gas. Its advertised range of 50 miles held up, too; we found we only had to recharge the bike every three days using it on our regular commute.

Founded by folks from biking icon Cannondale, Charge's sui generis feature is that even newbies can assemble the bike right out of the box in 10 minutes or less. All you basically have to do is put the front wheel on.

Read our full Charge Bikes City review

Best BMX-style bike

Juiced RipRacer parked on mountain trail

5. Juiced Ripracer

The Juiced Ripracer is a lot of fun, and costs a lot less than you might think. It's one of the more affordable offroad ebikes we've tested, and it can go just about anywhere. This fat-tire bike has 20-inch wheels and a 40.3-inch wheelbase that's meant for trails and other unpaved surfaces. However, its lack of shock absorbers, like most e-mountain bikes, means you're in for a rougher ride.

Its 750W motor delivered some real get-up-and-go, and, thanks to its low-end torque, was great for charging up hills. In one concession to its price, the Ripracer has a cadence, rather than a torque sensor, so you have to rotate the pedals a couple of time before the assist kicks in. As it's a BMX-style bike, the Ripracer is a lot smaller than other mountain e-bikes, which also makes it easier to maneuver around tight spaces.

Read our full Juiced Ripracer review .

6. Ride1Up Roadster V2

At first glance, the Ride1Up Roadster V2 It looks like a regular, non-motorized commuter bike — the better to blend in with traditional rides — but concealed inside is a battery capable of up to 30 miles of range.

The Roadster V2 is also one of the lightest ebikes we tested — it weighs just 33 pounds, so carrying it around shouldn't be a problem — and although there's no step-through model, Ride1Up offers it in two sizes to accommodate riders of nearly all heights.

The Roadster V2 was fast and fun on flat and rolling terrain, and its belt drive made for a very quiet ride. However, this is a single-speed model, so it's a bit hard to get moving on hills.

There are a few concessions to get to this price: The Roadster V2 doesn't have lights of any kind, nor does it have fenders, and it uses rim, rather than disc brakes. We also found its display to be on the small side. Still, if you can live with those compromises, you'll enjoy the Roadster V2.

Read our full Ride1Up Roadster V2 review .

7. RadPower RadRunner 3 Plus

How's this for an endorsement? Our reviewer loved this bike so much that he decided to buy one for himself.

While it can't haul as heavy loads as some other larger (and much more expensive) cargo bikes, the RadPower RadRunner 3 Plus is more than capable of carrying you, your kids, and plenty of groceries wherever you need to go. We loved its responsive 750W motor, its comfortable ride, and its low center of gravity, thanks to its 3.3-inch thick, 20-inch tires.

However, we found it to be fairly heavy, tipping the scales at 75 pounds, so you're not going to want to try pedal it without any power assist. But we found its advertised 45-mile range to be pretty accurate, so long as we didn't go too heavy on the throttle.

Aside from its performance, what made the RadRunner 3 Plus stand out so much to us was its versatility: You can outfit the bike with any number of combinations of racks, seats, bags, and other accessories to truly customize it for your needs. And, its relatively low price for a cargo bike makes it a real bargain for those looking to replace their car with an electric bike.

Read our full RadPower RadRunner 3 Plus review .

GoCycle G4i+ parked at Moynihan Train Hall

8. Gocycle G4i+

The Gocycle G4i+ looks like something a supercar designer would build, which isn't surprising given that it was conceived by former McLaren sports car engineer Richard Thorpe. Not only is this bike's unique wheels-on-one-side and tapered body eye-catching, but we were able to fold it up in less than a minute into a size small enough to get us on and off a train, and past our security and into our office elevator. At 36 pounds, it's one of the lightest folding electric bikes out there, too.

Despite that, this bike was a real pleasure to ride. Its electric shifter responded near instantly, as did the pedal assist and throttle. However, while the G4i+ has daytime running lights, you'll have to pay extra for a legit headlight, as well as mudguards. Also, the G4i+ has a great smartphone app, but one of the flimsiest methods of holding your phone on the bike itself — a cheap solution for a bike that costs $7,000.

If you're looking for something slightly more affordable, GoCycle also sells the G4i ($5,999) and the G4 ($4,799). A 2022 version of the G4 has an injection molded composite mid-frame. Still too much for your wallet? Then you should check out the Brompton Electric C-Line Explore , which starts around $3,000.

Read our full GoCycle G4i+ review .

9. Yuba Supercargo CL

The Yuba Supercargo CL can haul an astounding 500 pounds, making it one of the heftiest electric cargo bikes in its class. Yet, it offers a surprisingly stable ride, thanks to its low center of gravity. Its cargo area is very customizable, letting you convert it from a place to carry groceries to a space to tote your tots to soccer practice.

Magna hydraulic brakes and a Bosch mid-drive motor were very responsive, though the relatively small 20-inch tires and lack of suspension did make bumps feel a bit jarring. The Supercargo CL starts at around $6,000, but is incredibly customizable; you can select from a range of accessories to adapt the cargo area to suit your needs.

If you're looking for a cargo bike that can haul more than the Rad Power RadRunner 3 Plus, this is the model to consider.

Read our full Yuba Supercargo CL review .

10. NIU BQi-C3 Pro

There's nothing worse when running out of power when riding your electric bike, especially if you're miles from home — and at the bottom of a hill. With its dual batteries, the NIU BQi-C3 Pro is the best electric bike for those who have range anxiety, as it can give you up to 90 miles of range before you need to recharge. And, that's no boast — based on our testing, we found that 90-mile estimate to be pretty accurate, too.

But range isn't the only thing we liked about the BQi-C3 Pro: It has mechanical disc brakes, front and rear lights, and a rear rack so you can carry things wherever you plan to go. A carbon belt drive is another nice-to-have feature, as it's quiet and easier to maintain than a traditional metal chain. Its step-through design also makes the bike easy to use for riders of all sizes; we tried it with both a 5' 11" rider and a 5' 3" rider, and both found it comfortable.

Our only real complaint with the BQi-C3 Pro is that at 70.5 pounds, it's one of the heaviest electric bikes we've tested that's not a cargo bike, so this is not a model to buy if you have to go up any stairs. Still, the bike's 500W motor was more than powerful enough to get its bulk moving with ease.

The bike's regular price is $2,199, but we've seen it on sale during the holidays for as low as $1,299, so wait for a sale to pick it up.

Read our full NIU BQi-C3 Pro review .

What to look for when buying an electric bike

Pedal-assist or throttle? All electric bikes have what's called pedal-assist; you start pedaling, and the bike's motor kicks in to make your ride a little easier. But you need to put in at least some work: you won't go anywhere unless you pedal. Most electric bikes will also let you set the level of assistance, so you can decide how hard you want to pedal.

However, some electric bikes will also have a throttle. Press a button or push a lever, and the bike will do all the work for you — no pedaling needed! Using a throttle will quickly eat up the battery life on the bike, so you'll get far less of a range if you don't want to pedal at all.

Motor type Less expensive electric bikes traditionally use a rear hub motor. Mid-drive motors located in the center pedal crank shaft tend to be more expensive but offer better overall balance and smoother shifting.

Motors are also rated based on their power, measured in Watts. Typically, the least powerful motor will be 250 Watts, but unless you're a very large person or planning to go up really steep hills, the motor size shouldn’t be a major determining factor for your purchase. More important, there is no industry standard for measuring Watts (is it continuous or peak and if peak, for how long?). So in general, a motor’s Watt rating isn’t a reliable indication of power.

Battery size Consider where you live. If you're in San Francisco you're going to want more help than if you're cruising around Austin. Watt hours (Wh) is the most important figure for comparison—it takes into account battery output and battery life to give you a better sense of available power. Higher Wh translates into more range.

Many electric bike makers will also include an estimated range (usually about 40 miles) that you can get off a single charge. You should take this figure with a large grain of salt, as that number is usually determined under ideal circumstances: A fairly lightweight person riding on flat terrain with no wind, and at the perfect ambient temperature for the battery. Range is also dependent on the level of power assist being used, whether full-throttle has been applied and for how long, and your average speed. As they say, your mileage may vary.

Removable or built-in battery? Most bike batteries will handle rides of about 40 miles and need to be plugged in for at least a couple of hours to get to 80 percent of capacity. So if you have a more demanding commute, consider a model that lets you swap out the battery rather than a bike with an integrated battery.

Also, if you live in a place where you can't bring your bike inside or get close to a wall outlet (such as if you live in a walk-up apartment), definitely look for a bike with a removable battery. It will make your life a lot easier.

Step-over or Step-through? Many electric bike makers will offer their bikes in two configurations: Step-over (which has a top bar that runs parallel to the ground) and Step-through (the bar is angled downwards). Once upon a time, step-through models were traditionally thought of as women's bikes, but that perception is changing. It's generally easier to get on and off a step-through bike, as you don't have to lift your leg over a bar.

Safety features If you're planning to ride your electric bike in traffic or in low-light conditions (such as dawn and dusk), it's worth looking for an electric bike with built-in head and taillights. While increasingly common, it's not a standard feature on all models.

Electric bike FAQ

What are the different types of electric bike.

Generally speaking, electric bikes fall into the same categories as non-electric bikes. Here's a quick summary of some of the kinds of electric bikes you'll find.

Road bike: These are meant solely for riding on roads, and are designed for speed. They will have thinner tires and curved handlebars, so that the rider will be crouched forward. Higher-end models may also be made out of carbon fiber, so as to make the bike as light as possible.

Mountain bike : Designed for off-road use, mountain bikes will have thick, knobby tires, full suspension, and a burlier frame to better absorb bumps and jumps.

Fat tire bikes : Similar to mountain bikes, fat tire bikes are meant to be ridden off-road, usually on very soft ground, such as mud, sand, and snow. As their name suggests, these bikes have very wide tires — as much as four inches — which helps keep a grip on unsteadier terrain.

City/Commuter bike: Made for urban dwellers who need to get around town, a commuter bike will have tires that are somewhere in between a road and a mountain bike. Generally, the bikes will be configured so that the rider's back is vertical when seated, which gives them a better view of their surroundings.

Cargo bike: These bikes are made for carrying heavy loads, and will have a cargo area either in the front or rear of the bike. Because of the payload area, these bikes often tend to me much longer and heavier — and more expensive — than a typical bike.

What is a good speed for an electric bike?

In the U.S., electric bikes are limited to 20 miles per hour; that is, they can only provide you with power — either through pedal-assist or with a throttle — until the bike hits 20 MPH. While you can easily go faster than 20 MPH on an electric bike, the rest of that power will have to be provided by you — or gravity.

How much does an electric bike cost?

Electric bikes range widely in price. Some of the best cheap electric bikes start at around $1,000; you can certainly find models for less, but quality will be less.

The bulk of electric bikes cost anywhere from $1,500 to around $2,500, and there are hundreds of models in this price range.

Higher-end and specialized electric bikes — such as cargo bikes — will cost upwards of $3,000, and can easily reach $6,000 to $8,000, which is a sizable investment.

rules and regulations

There has been a lot of confusion about ebikes (pedal assist versus throttle bikes) and where you can legally ride them. Some municipalities have banned ebikes from bicycle paths, for example. Many places classify ebikes depending on whether they can go full throttle and have a maximum speed of 20 or 28 mph. There are three official classifications:

Class 1: Ebikes that only assist while you pedal, with a top speed of 20 mph.

Class 2: Ebikes with a throttle that don't require you to pedal but have a top speed of 20 mph.

Class 3: Ebikes that only assist while you pedal, with a top speed of 28 mph.

So check your local regulations before you buy. And always wear a helmet.

Dan Cavallari is the former technical editor for VeloNews Magazine, who currently reviews electric bikes, the best bike lights , best bike locks , and other bike accessories for Tom's Guide. In addition to VeloNews, his work has appeared in Triathlete Magazine, Rouleur Magazine, CyclingTips.com, Road Bike Action, Mountain Bike Action, CycleVolta.com, Tomsguide.com, and much more.

Dan also hosts two podcasts on his site, Slow Guy on the Fast Ride: One is about cycling and other outdoor activities, while the other looks at mental health issues. Most recently, Dan also covered the 2022 Tour de France. Dan lives outside of Denver, Colorado with his family.

John R. Quain has been reviewing and testing video and audio equipment for more than 20 years. For Tom's Guide, he has reviewed televisions, HDTV antennas, electric bikes, electric cars, as well as other outdoor equipment. He is currently a contributor to The New York Times and the CBS News television program. John has also written our guide to the best bike helmets .

how we test

All the bicycles in this feature were road (and in some cases, off-road) tested by Tom’s Guide reviewers and staff.

The testing process begins when we first receive the bike; as most come only partly assembled, we assess the difficulty with which we have to put the final pieces together. Typically, this involves attaching the front wheel, handlebars, and pedals, but some bikes are easier to put together than others.

Next, we take the bikes for a ride, evaluating their comfort, handling, responsiveness of their motors — some will be faster to apply power than others — as well as how they perform over a variety of terrain and conditions. For example, if we're testing a fat-tire bike, we'll take it off-roading; if we're testing a cargo bike, we'll load it with kids and grocery bags.

If a bike has headlights and/or taillights, we'll also check to see how bright they are in dimmer conditions. After all, you're not going to only ride it during the day. We'll also try out any other safety features, such as bells and horns.

We also evaluate the advertised battery range of an electric bike. Many companies will offer, shall we say, optimistic range estimates based on ideal riding conditions: A light rider using the lowest level of power assist, and traveling on a level road in 70-degree conditions.

But, that's not reflective of real-world use. While it's impossible to replicate the exact same conditions from one bike review to the next, we do our best to provide as much detail in our reviews as to how we rode the bike (terrain, pedal assist levels) to determine how close to accurate the companies' claims are.

Finally, if an electric bike comes with an app — as is becoming increasingly common— we'll test it out too, to see how easy it is to use, and how well it works with the bike itself.

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Michael A. Prospero is the U.S. Editor-in-Chief for Tom’s Guide. He oversees all evergreen content and oversees the Homes, Smart Home, and Fitness/Wearables categories for the site. In his spare time, he also tests out the latest drones, electric scooters, and smart home gadgets, such as video doorbells. Before his tenure at Tom's Guide, he was the Reviews Editor for Laptop Magazine, a reporter at Fast Company, the Times of Trenton, and, many eons back, an intern at George magazine. He received his undergraduate degree from Boston College, where he worked on the campus newspaper The Heights, and then attended the Columbia University school of Journalism. When he’s not testing out the latest running watch, electric scooter, or skiing or training for a marathon, he’s probably using the latest sous vide machine, smoker, or pizza oven, to the delight — or chagrin — of his family.

John R. Quain

I cycled 46 miles with the Himiway Zebra ebike — here's what happened

Blood, sweat and beers — 7 lessons I learned from building my first ebike

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Marc-G Hello, I noticed a couple of errors in the article around pricing on a couple of the bikes. Regarding the Gazelle Medeo T9 classic, your article list a starting price of $1999 but clicking the link takes you to their site where the least expensive model is $2499 and no model called Medeo T9 Classic is available nor can such a model be found with search. The second model is the VanMoof S3 which is listed in the article with a starting price of $1999 but going to the site shows a price of $2299. As someone trying to persuade his wife that an ebike would be a worthwhile purchase for me, I’d be grateful if you would clarify these discrepancies. One last thing. On the article itself, it says it was published 21 hours ago when it was actually published on July 21. I’m going to assume some aspect of it was updated but I can’t spot any changes to it and would appreciate it if whatever was updated could be noted somewhere. Many thanks for the article. Pricing confusion aside, it’s been quite helpful for me. Reply
Marc-G Thanks for the reply. Just went back to the top of this page and realized that it said 2020. However, if that’s the case, why is it made to look like a recent article? Does that mean all the authors did was change the title from best of 2020 to best of 2021? That seems kind of disingenuous to me. Reply
mprospero Hi Marc - We've recently updated the pricing for all the models. We've also added new ones to this list as we've reviewed them. Reply
GFujioka You do your readers a disservice and reveal your partiality by not listing the 64,5 lb weight of your number one bike. Cheers. Reply
gtilford One factor that seems to be missing from virtually every review-support. I have some friends who could not get parts for their ebikes for 6+months, and they were only 1 year old. I've had problems getting parts with a highly recommended brand. The bike is well made, it performs well, but parts are nearly unobtainable. If I knew then when I know now about parts availability I wouild not have purchased the brand. Reply
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NCM e-Bikes Review: Are These Bikes Any Good?

Last Updated on November 17, 2023 by Igor Karni

Easy E-Biking - NCM electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

German-based e-bikes company, NCM, is connected to other brands such as Australia-based, Leon Cycle, and Leisger. NCM represents the pedelec arm of the said conglomeration. Established in 2014, its main headquarters are located in Hanover, where it still does most of the designing. It does the manufacturing in France, Vietnam, and China.

The brand doesn’t explicitly state what its name or abbreviation stands for. Since its history is intimately tied to its parent brand, Leon Cycle, you don’t need to look further than the latter’s history to know more about NCM. It started out mainly as an online retail shop specializing in e-bikes and after less than a decade, it has already expanded to Spain, Australia, the UK, and the USA.

NCM e-Bikes Review: Model Lines

Ncm: veritable deliverers of quality, reliability, and durability at affordable prices.

The brand proclaims that it delivers all three of the said factors and, more or less, it manages to do so considering some of the gems in its catalog. NCM has a fairly balanced and varied collection of e-bikes.

It has different offerings for eMTB, commuter, folding, fat, and cruiser lovers alike. Their relatively budget-friendly e-bikes lean more toward the sporty side, as evidenced by the general geometry and components of the models, without sacrificing style.

NCM Aspen Fat Model Line

The Aspen Plus provides excellent value for money through its sheer sturdiness, high-quality components, and riding experience that don’t leave feeling like you got the shorter end of the stick. Sure, the Das-Kit rear 250W motor may not compare to more premium-priced mid-drives out there, but it’s sufficiently powerful because it can tackle any kind of terrain and performs particularly well on snowy trails.

Easy E-Biking - NCM Aspen electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

It’s heavy but sturdy, making it great for beginners. Despite this, it can top at more than 20mph (32 km/h). The full-throttle adds obvious convenience, however, we don’t recommend relying solely on the motor when negotiating steeper than normal inclines.

We also like that you can push this e-bike up to 50 miles (80 km) with a single charge. It uses a brand-standard Das-Kit LCD display that only gives you the bare necessities as far as most e-bikes displays go.

Read also: Why fat tires are good news for electric bikes ? And, How to select the best hybrid e-bike ?

The Aspen Plus is certainly better than its standard counterparts as far as components are concerned. You get sufficiently wide, 26” fat tires, Tektro hydraulic disc brakes as well as optional headlights and taillights.

We invite you to take a closer look at the NCM Aspen Fat model line here .

NCM Moscow eMTB Model Line

The NCM Moscow, particularly its Plus version, received rave reviews on its release and arguably remains one of the fledgling brand’s milestones. It uses a smaller than normal Das-Kit geared rear hub motor with 250W of output and as much as 55 Nm of torque. Great figures, considering the affordable price range.

Easy E-Biking - NCM Moscow electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

If we add in the 48V lithium battery that can last up to 75 miles (120 km) with wise usage of the pedal assist, you pretty much get a steal of an eMTB. It uses hard-gripping Schwalbe tires that can handle most kinds of terrain, which only ups its versatility.

We also love the ergonomic handlebars and the relative comfort of the gel seats. We recommend the Plus version simply because it guarantees your safety better with the Tektro hydraulic disc brakes. They’re “smart” brakes that integrate an interrupter safety feature that lets you shut off the motor should the need arise.

Read also: How to select your first electric mountain bike ? And, How much does a good eMTB e-bike cost ?

On the whole, it’s an e-bike that’s up there when we’re talking about outstanding value for money as far as e-bikes are concerned.

We invite you to take a closer look at the NCM Moscow eMTB model line here .

NCM Prague eMTB Model Line

Fat-tired and cheaper than most, NCM’s Prague line is another proof that the brand knows how to design budget-friendly offerings without compromising on quality. Specs-wise, it’s slightly less beefed up than the Moscow, but it’s still above-average overall.

Easy E-Biking - NCM Prague electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

The 36V battery can give you up to 40 to 60 miles max (65 to 95 km), and the Bafang rear hub motor it uses has stood out in the e-bike industry as one of the most durable that’s available in the market. If you want an eMTB that’s sturdier, safer, and more capable of handling rougher terrains, this is a good candidate because of the Schwalbe 26” fat tires.

Read also: How much elevation / altitude can electric bikes climb ? And, Can electric bikes go up steep hills ?

It doesn’t have a Plus version, as of this writing. Still, the Tektro mechanical disc brakes are commendable enough for their stopping power. Nothing beats hydraulic, though. The Prague is definitely still a steal by virtue of the perks outlined here and its low price.

We invite you to take a closer look at the NCM Prague eMTB model line here .

NCM Milano Hybrid Model Line

A commuter hybrid, the Milano is certainly one of the most versatile models in the NCM catalog. The step-thru frame definitely helps make that more viable. If we add in the soft cushion of the saddle and the upright seating position, it may even fit the cruiser category with ease!

Easy E-Biking - NCM Milano electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

The Plus is adequately powerful, though, as evidenced by the same 48V battery and Das-Kit rear hub motor that it uses. Expect the specs to be mostly similar with a few deviations. Riders enjoy impressive riding ranges that can go up to 93 miles (150 km) in a single full charge.

The motor makes easy work of even the steeper climbs out there – all the more so if it’s ridden on paved roads. This model is more complete when it comes to components, though.

Read also: How to select the best commuter e-bike (with examples)? – also in this article . And, how much does a commuter e-bike cost ?

Both the standard and Plus include a fairly lengthy rear rack, headlights, kickstand, and fenders. The Plus, with its addition of hydraulic disc brakes, leaves no room for want, so we think it’s still better than the MAX. Although, the MAX does incorporate a mid-drive Bafang motor, which makes it lighter.

We invite you to take a closer look at the NCM Milano Hybrid model line here .

NCM Munich Hybrid Model Line

The Munich is NCM’s entry-level commuter that imparts the same comfort as the Milano line. The NC8 version has larger 28” Schwalbe marathon tires that are ideal for longer rides. It also uses a unique combination of Promax-V and Shimano coaster brakes, which obviously requires the user to know their individual mechanisms.

Easy E-Biking - NCM Munich electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

If you’re not already aware of it, coaster brakes brake when you pedal backward, making it appeal to a specific type of rider. If you don’t prefer that, you can always go for the standard, which uses Tektro disc brakes.

The range tops to about 43 miles (73 km) for both. The models are comparatively light compared to other commuter options out there, which is a wonder since it uses the same Das-Kit rear hub motor found in most NCM models.

Read also: How to select the best cruiser e-bike ? And, How much does a good cruiser e-bike cost ?

Expect to get the same slew of accessories as the Milano once you choose any Munich model. The same can be said for the overall riding experience, although the Munich can only manage half the range that the Milano can achieve.

We invite you to take a closer look at the NCM Munich Hybrid model line here .

NCM Venice Hybrid Model Line

The Venice may seem like just a step-over version of the Milano, but that’s not really the case for its Plus version. You get to enjoy the exclusivity offered by the Venice once you choose its Plus version because of the patently superior components it has.

Easy E-Biking - NCM Venice electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

We like the far better hydraulic brakes it uses, which also happen to have brake sensors. The Venice Plus also has a faster charger. Another unique feature is the Prowheel crank it uses, which has received generally positive reviews in bike circles.

Read also: How to select the best city e-bike (with examples)? – also in this article , and this article . And, How much does a good city e-bike cost ?

Other than these features, expect the Venice to share the same specs as the Milano.

We invite you to take a closer look at the NCM Venice Hybrid model line here .

NCM Paris Folding Model Line

Same as other NCM models, you don’t want to settle for anything other than the Plus version of this folding e-bike. We like the overall smart design of this folding e-bike. For one, we like how you can easily take out the battery by adjusting the saddles and just turning the key and pulling it out for charging. It’s just as easy to slide in.

Easy E-Biking - NCM Paris electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

We prefer the gel saddles of the Plus version for maximum comfort, and it complements the fact that it’s a suspension seat post. There’s also front suspension, which works just as decently. Of course, the Plus also uses infinitely better hydraulic disc brakes and a faster charger.

The e-bike contains almost every accessory found in NCM’s hybrid commuters, so that’s a big plus because you practically get a folding version of those models with either the Paris or the London.

Read also: How to select the best folding e-bike (with examples)? And, How much does a good foldable e-bike cost ?

The fact that it’s step-thru is somewhat great, but most folding e-bikes have low enough frames as they are. Lastly, it takes up close to half of the space it usually occupies once fully folded.

We invite you to take a closer look at the NCM Paris Folding model line here .

NCM London Folding Model Line

There’s a very thin line that divides the London folding line from its Paris counterpart. Technically, the London is just a step-over variation of the Paris, with a slight very negligible difference in the shift lever used. We have the same feedback as the Paris with regards to its performance and components.

Easy E-Biking - NCM London electric bicycle - real world, real e-bikes, helping to make electric biking practical and fun

We invite you to take a closer look at the NCM London Folding model line here .

Does NCM Offer a Manufacturer’s Warranty?

NCM e-bike buyers enjoy a one-year warranty for all the electrical parts of any model.

What Do Most Riders Like About NCM?

It’s obvious that the brand appeals to casual riders who don’t want to have to spend an arm and a leg just to get to ride a high-quality e-bike. We need to emphasize the quality part since the other aspect that evidently makes NCM stand out is it doesn’t skimp on imparting value to riders. That it underwent vigorous growth since its founding only proves this point further.

What Countries Does NCM Ship To?

Besides the countries, we mentioned above, anywhere where there’s a Leon Cycles dealer or if Amazon USA allows shipping to your particular country.

Read also: Check out the most popular e-bike brands .

Igor is a sustainable mobility and green energy advocate. His mission for Easy E-biking is to help make electric cycling simple, practical, and fun. Follow him on Facebook and LinkedIn .

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Specialized Epic 8 Review | The all-new 120mm travel Epic is Brainless, but all the better for it!

The not-so-minor details.

Specialized Epic 8

Specialized

https://www.specialized.com/

From $7,500 AUD ($24,000 AUD as tested)

- Active & highly capable suspension - Contemporary geometry with nifty Hi/Lo flip chip - Same brilliant SIDLuxe custom shock tune on all models - Flight Attendant system on S-Works Epic is a genuine game changer - New generation SWAT storage is fabulous - Lightweight & practical frame design

- The S-Works bike is eye-poppingly expensive - SRAM Level brakes have too much dead stroke - No alloy models

Wil reviews the Specialized Epic 8

Cast your mind back 22 years ago, when the Specialized Epic debuted on the race scene with its iconic Brain shock. The clever inertia valve formed an integral part of the bike’s automatic-lockout schtick and it’s been a defining feature of the Epic ever since.

Two decades and many revisions later, Specialized is launching the latest version of the Epic and, for the first time ever, there is not a Brain damper in sight. In fact, this is the first Epic where most models will come with a remote lockout. Sacre bleu!

To get to grips with this change in attitude, I’ve been putting in a load of saddle time aboard the new Specialized Epic and Epic EVO over the past two months. We wrapped up testing with a few days at the Buxton MTB Park in Victoria’s High Country, which allowed us to ride both bikes back-to-back and really dig down into the details.

So what exactly are the differences? How does the new Epic compare to the short travel Epic World Cup ? And where do they all sit amongst the best XC bikes on the market?

Watch our video review of the Specialized Epic & Epic EVO:

I gotta say, we are absolutely loving this new trend for 120mm travel XC bikes, and the Specialized Epic is arguably the best example yet.

An overview of the Specialized Epic 8

All new for 2024, the latest Specialized Epic represents the 8th generation of the race bike platform. As part of the launch, Specialized is adopting a new naming system that moves away from traditional year models. Instead, the new bike will simply be known as the ‘Epic 8’. Expect other models to follow this nomenclature in the future.

Also noteworthy is the fact that there are three distinct variants of the Epic platform. These are;

Epic World Cup – 110/75mm travel, smooth course XC race bike
Epic – 120/120mm travel, all-round XC & marathon race bike
Epic EVO – 130/120mm travel, XC and trail riding

Here we’ll be covering the Epic, which features an all-new frame for 2024 along with an increase in travel to 120mm front and rear. It’s pitched as a versatile XC race bike that’s ready for marathon and multi-day stage racing. And in a lot of ways it’s the logical successor to the previous Epic EVO that had become the favoured race bike for the World Cup XC team. With its dedicated 120mm travel platform, the new Epic 8 moves further inline with the latest Scott Spark RC & Orbea Oiz .

Brainless, but better?

Aside from its longer legs, one of the biggest stories for the Epic 8 is its distinct lack of a Brain damper.

In its place is a mostly conventional RockShox SIDLuxe shock. There’s a relatively straightforward single pivot suspension platform that uses flex stays with a rocker link and yoke to drive the shock. The layout is pretty similar to the previous Epic EVO, though the link is longer and it sits at a flatter angle to lower the initial leverage rate.

Furthermore, the main pivot has been lifted up to increase anti-squat, which sits at around 100% at sag. As a result, the new Epic is claimed to offer 20% less pedal bob on smooth climbs compared to the old Epic EVO. And since the new kinematic keeps the bike riding higher in its travel, the dynamic head angle is pretty similar when climbing even if the on-paper head angle has gotten slacker.

The end result is a bike that’s purported to be both more efficient and more compliant than its predecessors, making it “ the most capable 120mm bike on the planet. ” Fighting words indeed!

Specialized has got a whole bunch of fancy graphs and illustrations to back up its claims and prove how much testing went into the new bike. Prototype mules were developed with angle-adjustable headsets and flip chips, as well as an eccentric BB to change the height and rear centre length. Accelerometers were then used at the wheels to measure bump response, and strain gauges were employed throughout to record frame deflection. The end result is a bike that’s purported to be both more efficient and more compliant than its predecessors, making it “ the most capable 120mm bike on the planet. ” Fighting words indeed!

Standard-ish shock

Each Epic model comes equipped with a RockShox SID and SIDLuxe suspension package. The shock’s 190x45mm size is standard, though the internals have been custom-tuned by Specialized’s in-house Ride Dynamics team specifically for the Epic.

A key component is the high volume air spring. There are no Bottomless Tokens inside, and even the plastic eyelet spacer has been removed to maximise air volume, creating a flatter and more consistent spring curve.

To help cushion the end of the travel, Specialized has brought over the big rubber jounce bumper that was originally developed for the SIDLuxe WCID shock on the Epic World Cup. It’s a simple but highly effective solution for preventing harsh bottoming out.

Specialized has also tuned the shock’s damper to provide three distinct modes; Wide Open, Magic Middle and Sprint-On-Lock.

Wide Open is similar to a regular SIDLuxe shock and is exactly as it sounds. Sprint-On-Lock is designed to provide a super stiff lockout, which is supported by the flatter leverage curve of the new kinematic.

ALL-NEW Specialized Epic vs Epic EVO Review | Brainless, But All The Better For It!

Magic in the Middle

The Magic Middle mode is where things get interesting. This deploys a custom valve that features a digressive compression tune. It’s not a dissimilar concept to the old Brain damper, where the shock delivers more low-speed compression damping at lower shaft speeds to provide pedalling support. Hit something hard and fast however, and the damping drops off quickly to let the shock absorb the impact in a similar way to the Wide Open mode.

Specialized takes this concept further by implementing the digressive compression tune into the Epic’s SID fork as well. That means in the Magic Middle mode you get an efficient pedalling platform at both ends of the bike, which Specialized says is ideal for racing. In fact, it turns out the World Cup race team has been using the new custom suspension tune all throughout the 2023 season.

To switch between these three suspension modes, on most Epic models you’ll be using a RockShox TwistLoc remote . Yep, a remote lockout on an Epic, who woulda thunk it!

Move up to the S-Works Epic, and you do get automated suspension courtesy of the new RockShox Flight Attendant system. More on that in a bit.

SWAT storage

Another exciting addition to the Specialized Epic 8 is its in-frame storage. This is a curious decision for an XC race bike where weight is a high priority, though Specialized says it only adds around 75g of extra carbon to reinforce the big hole in the downtube.

It is neatly executed too with a new generation hatch that features a lower profile and an ergonomic lever mechanism. The snug fit is claimed to be watertight and rattle-free, and the underside of the hatch incorporates a holster for carrying a Dynaplug and CO2 cylinder. A dry bag is included with the bike, allowing you to store a spare tube and levers inside the frame. Along with the SWAT tool that sits underneath the main bottle cage, you’re pretty well covered for tools and spares.

Specialized Epic frame weight

Despite the addition of downtube storage, the new Specialized Epic 8 frame is supposedly 76g lighter than its predecessor. Getting rid of the Brain no doubt helps, but there are some more subtle weight-saving details throughout.

The shock mounting tabs are said to be 24g lighter as they’re now moulded into the frame rather than being stuck on. Along with titanium pivot hardware and a new carbon shock yoke, the S-Works Epic FACT 12m carbon frame is claimed to weigh just 1,795g including a SIDLuxe remote shock.

All the other Epic models utilise a cheaper FACT 11m carbon frame that features an alloy shock yoke and steel pivot hardware, resulting in a 170g weight penalty.

Here’s how those claimed weights stack up against the competition;

Specialized S-Works Epic World Cup – 1,712g
Cervelo ZFS-5 – 1,718g
Giant Anthem Advanced Pro – 1,735g
Specialized S-Works Epic 8 (FACT 12m) – 1,795g
Orbea Oiz OMX – 1,798g
Scott Spark HMX SL – 1,870g
Canyon Lux World Cup CFR – 1,894g
Cannondale Scalpel Hi-Mod – 1,910g
Santa Cruz Blur 4 – 1,933g
Trek Supercaliber SLR – 1,950g
Specialized Epic 8 (FACT 11m) – 1,965g
Merida Ninety-Six RC – 2,064g
Pivot Mach 4 SL – 2,087g

Specialized Epic geometry & size chart

The new Specialized Epic 8 continues to push the boundaries of modern XC geometry.

There’s a 66.4° head angle, a 76° seat angle and a 450mm reach in the size Medium. You might also spot a discreet two-position flip chip in the lower shock mount. Complete bikes will come from the factory set up in the High position, and switching to Low will drop the BB by 5mm and slacken the angles by half a degree.

Rear centre length sits at 435mm across the size range. I asked Brian Gordon, the Epic product manager, whether a size-specific approach had been considered. He said they did test longer chainstays on the bigger frame sizes, but feedback from the Specialized Factory Racing team (including a 1.85m tall bloke called Christopher Blevins) indicated that athletes wanted the back end to be as short as possible. So there you go.

2024 specialized epic geometry size chart

Specialized Epic 8 price & specs

There will be four models in the Specialized Epic 8 lineup, with prices starting at $7,500 AUD for the Comp.

Regardless of price, all models feature a RockShox SID fork and SIDLuxe shock. Each bike comes standard with a dropper post (woohoo!) as well as the same Specialized Fast Trak and Renegade tyre combo.

Our test bike is the all-singing, all-dancing S-Works model. This is the only bike to feature the premium FACT 12m carbon frame, and it’s also the only one to come with RockShox Flight Attendant. Brand new for 2024, the XC version of Flight Attendant has some seriously cool stuff going on that includes powermeter integration. We’ll be talking about that a bit in this review, but given most folks will be looking at one of the cheaper models, I feel it’s important not to get too lost in the weeds. For those who really want to nerd out, see our separate Flight Attendant XC feature for everything you need to know.

2024 Specialized S-Works Epic 8

Frame | FACT 12m Carbon, Single-Pivot Suspension Design, 120mm Travel
Fork | RockShox SID Ultimate, Flight Attendant, 44mm Offset, 120mm Travel
Shock | RockShox SIDLuxe Ultimate, Flight Attendant, 190x45mm
Wheels | Roval Control SL, Carbon Rims, 29mm Inner Width
Tyres | Specialized Fast Trak T7 Control 2.35in Front & Renegade T5 Control 2.35in Rear
Drivetrain | SRAM XX SL Eagle AXS Transmission 1×12 w/34T Carbon Crankset & 10-52T Cassette
Brakes | SRAM Level Ultimate 4-Piston w/180mm Front & 160mm Rear Rotors
Bar | Roval Control SL Cockpit, 760mm Width
Stem | Roval Control SL Cockpit, 60mm Length
Seatpost | RockShox Reverb AXS, 30.9mm Diameter, Travel: 125mm (S-M), 150mm (L), 170mm (XL)
Saddle | Specialized S-Works Power, Carbon Rails
Claimed Weight | 10.24kg
RRP | $24,000 AUD

2024 Specialized Epic 8 Pro

Frame | FACT 11m Carbon, Single-Pivot Suspension Design, 120mm Travel
Fork | RockShox SID Ultimate, Charger Race Day 3-Position Damper, 44mm Offset, 120mm Travel
Shock | RockShox SIDLuxe Ultimate, 3-Position Damper, 190x45mm
Wheels | Roval Control, Carbon Rims, 29mm Inner Width
Drivetrain | SRAM X0 Eagle AXS Transmission 1×12 w/34T Alloy Crankset & 10-52T Cassette
Brakes | SRAM Level Silver 4-Piston w/180mm Front & 160mm Rear Rotors
Bar | S-Works Carbon XC Mini Rise, 10mm Rise, 760mm Width
Stem | Specialized Pro SL, 60mm Length
Seatpost | BikeYoke Divine SL, 30.9mm Diameter, Travel: 100mm (S), 125mm (M-XL)
Saddle | Specialized Power Expert, Titanium Rails
Claimed Weight | 10.87kg
RRP | $14,800 AUD

2024 Specialized Epic 8 Expert

Fork | RockShox SID Select+, Charger Race Day 3-Position Damper, 44mm Offset, 120mm Travel
Shock | RockShox SIDLuxe Select+, 3-Position Damper, 190x45mm
Drivetrain | SRAM GX Eagle AXS Transmission 1×12 w/34T Alloy Crankset & 10-52T Cassette
Brakes | SRAM Level Bronze 4-Piston w/180mm Front & 160mm Rear Rotors
Bar | Specialized Alloy Mini Rise, 10mm Rise, 750mm Width
Stem | Specialized XC, 60mm Length
Seatpost | X-Fusion Manic, 30.9mm Diameter, Travel: 100mm (XS), 125mm (S-M), 150mm (L), 170mm (XL)
Saddle | Specialized Power Sport, Chromoly Rails
Claimed Weight | 11.1kg
RRP | $11,000 AUD

2024 Specialized Epic 8 Comp

Fork | RockShox SID Select, Charger RL 3-Position Damper, 44mm Offset, 120mm Travel
Wheels | Alloy Hubs & Specialized Alloy Rims, 28mm Inner Width
Drivetrain | SRAM GX Eagle 1×12 w/32T Alloy Crankset & 10-52T Cassette
Stem | Specialized Alloy, 60mm Length
Claimed Weight | 11.7kg
RRP | $7,500 AUD

With your feet hovering above the ground, stability at speed is outrageously good and you can properly bury the Epic into tight corners.

2024 specialized epic 8 s-works buxton mtb park

Testing the Specialized Epic at the Buxton MTB Park

Following two months of riding on home trails, I took the Specialized Epic and Epic EVO to the Buxton MTB Park for three days of back-to-back testing as part of our Ride High Country Test Sessions.

We were joined by our pal Jo, who is an MTB skills instructor and a former World Cup XC racer. Jo also owns the previous version of the Epic EVO, which would prove to be a great point of comparison with the new bikes.

With 23km of flowy, purpose-built singletrack making up its network, the Buxton MTB Park is a terrific spot for a modern XC bike. It’s beautiful bush to ride through, and we especially love darting through the lush green ferns down the awesome Spider Gully trail.

Being just a 10-minute drive from Marysville at the foot of Lake Mountain, there’s a load of fantastic riding to be done in the region that makes it ideal for a long weekend away. For more info, check out our Destination Hub feature on the Buxton MTB Park .

Sizing & fit

At 175cm tall I’ve been riding a Medium size in the Specialized Epic, which fits like a glove. The riding position is fairly aggressive due to the steep 76° seat angle, short head tube and -12° stem that all serve to push you low and forward. I still found it to be comfortable though, with the 760mm wide bars opening up the chest nicely.

Touch points are excellent thanks to the snub-nose Power saddle and symmetrical SRAM AXS Pod controllers. I was also stoked to see a 125mm travel dropper post as standard.

Suspension & tyre setup

It’s recommended to set up the SIDLuxe shock on the Specialized Epic with 25-30% sag, a process that’s made easier with anodised gradients on the stanchion.

Initially I started at 25% sag, but soon learned I could run lower pressures and lean on the big bottom-out bumper to prevent any harsh bottoming-out. I ended up right at 30% sag, which required 145psi to support my 67kg riding weight. Rebound damping was set on the faster side at 7/10 clicks.

I set up the SID fork a little firmer and faster than what’s recommended in the RockShox Trailhead app, with 75psi and 11/20 clicks for rebound.

As per usual, I fitted a CushCore XC insert in the rear wheel and set tyre pressures at 20-21psi up front and 22-23psi out back.

Specialized Epic weight

Our Specialized Epic test bike tips the scales at 10.32kg (without pedals and with the tyres set up tubeless), which is very close to the claimed weight. There are lighter XC bikes out there, but very few offer 120mm of travel.

Because I’m a total nerd, I decided to spend a Saturday afternoon stripping the Epic down to its bare frame to weigh it. This was surprisingly easy to do given the wireless controls and threaded BB, with no special tools required.

I was curious to see how the real-world frame weight would stack up against Specialized’s claims, and it turned out our frame was a fair bit heavier at 2,040g including the shock. There are several reasons for this.

roval control sl weight cockpit handlebar stem

Because I’m a total nerd, I decided to spend a Saturday afternoon stripping the Epic down to its bare frame to weigh it.

2024 specialized epic 8 s-works frame weight

For a start, the Flight Attendant shock is 90g heavier than the SIDLuxe remote shock that comes standard on the S-Works frameset. Specialized also states that the black and white frame saves 25g in paint, and it’s also weighed without the thick rubber downtube protector that adds 58g alone.

With those details factored in, our frame would theoretically tip the scales at 1,867g, which is much closer to the claimed weight. To put it into perspective with the other XC frames I’ve been able to weigh, it’s lighter than the Canyon Lux World Cup CFR (1,941g confirmed), but heavier than the Giant Anthem (1,807g confirmed).

While we’re nerding out on frame weight, here’s a list of all the other parts I put on the workshop scales;

S-Works Epic Frame & Shock – 2,040g
RockShox SID Flight Attendant Fork – 1,1616g
RockShox SIDLuxe Flight Attendant Shock – 342g
RockShox Reverb AXS Dropper Post – 617g
S-Works Power Saddle – 161g
Roval Control SL Cockpit – 247g
Roval Control SL Wheelset – 1,293g
Fast Trak Control T7 Tyre – 716g
Renegade Control T5 Tyre – 726g

What do we dig about the Specialized Epic?

I gotta say, we are absolutely loving this new trend for 120mm travel XC bikes, and the Specialized Epic is arguably the best example yet. Its longer legs give it a significantly plusher and more active ride quality compared to the likes of the Supercaliber and Lux World Cup .

By employing a shock extender, sealed bearings can be used at all pivot points with the exception of the forward shock mount. Specialized has also spec’d a lighter lockout tune, which leads to less damping restriction in the Wide Open mode for greater bump-swallowing performance. Combined with the superb SID and SIDLuxe, you’re treated to well-balanced traction and sensitivity front to back.

Push the Epic on more challenging terrain, and its reactive suspension reveals impressive big-hit support. That big bottom-out bumper works wonders at cushioning the last few millimetres, with only the ugliest landings resulting in you hitting full travel. This gives more confidence to let it hang out on the descents, and it makes the Epic a fun and natural bike to jump with.

Future-forward geometry

The contemporary geometry plays into the Epic’s confidence too. While the aggressive position puts you low and forward in the cockpit, I’ve rarely encountered any nervousness when pointing it down a steep chute. The stout 35mm fork chassis certainly helps, as does the capable suspension and long front centre.

Things get even better when you flip the geometry chip into the Low position. This pushes the Epic further into trail bike territory by slackening the head angle to 65.9° and dropping the BB by 5mm. I measured the actual BB height as 323mm, which is quite low indeed.

With your feet hovering above the ground, stability at speed is outrageously good and you can properly bury the Epic into tight corners. Traction is plentiful, with the supple tyres and sensitive suspension keeping you thoroughly connected to the terrain.

There’s also a nice degree of springiness to the frame itself, which you can feel when slinging the Epic through successive turns. It’s worth acknowledging Specialized’s size-specific approach that sees unique carbon layups and tube profiles employed across each frame size. The idea here is to hit the same stiffness targets based on the expected average rider weight. As such, heavy folks on larger frames won’t end up on a wet noodle of a bike, and lighter riders on smaller frames won’t suffer from an excessively stiff and harsh ride.

Pert pedalling

Pedal response has also stepped up on the new Specialized Epic, offering noticeably greater efficiency compared to the previous Epic EVO.

Part of this is due to the elevated anti-squat, which sits at around 100% at sag compared to 90% for the old bike. It doesn’t sound like much, but it leads to more neutral pedalling performance that ensures the Epic is plenty responsive under power even in the Wide Open mode. Along with the welterweight carbon wheelset and quick-rolling tyres, acceleration is rapid.

It only gets better in the Magic Middle mode, which stabilises the suspension on the climbs and lifts the overall ride height. Even with the ground-hugging BB, pedal strikes have been a non-issue.

There’s still enough movement to provide grip on hardpack surfaces. And the suspension can break through its low-speed threshold when you encounter a reasonable impact, with a nice clean breakaway that does well to mitigate incoming trail feedback. This makes the Magic Middle mode ideal for most racing scenarios where efficiency is paramount and comfort is less of a concern.

Flight Attendant XC

Now I did say I didn’t want to talk too much about Flight Attendant XC, but I’m so jazzed on it that I’m finding it difficult not to.

Compared to the existing enduro version of Flight Attendant, the hardware isn’t all that different. Indeed the modules and AXS batteries are all identical, and the system still automatically adjusts the suspension between three preset damping positions. In the case of the Epic, those are Wide Open, Magic Middle and Sprint-On-Lock.

2024 specialized epic 8 s-works review flight attendant

Along with the powermeter, the system records all of this information and stores data from your previous seven rides to help build a visual of the terrain and your riding style.

What is new for Flight Attendant XC is its powermeter and AXS derailleur integration. This allows the system to factor in your power output into its trail-tweaking algorithm. The idea here is that when you’re sprinting for your life the suspension is more likely to lock out. If you’re just cruising however, it’ll default to the open setting.

The modules otherwise maintain their bump sensors and pitch detection, so it knows when you’re going up or downhill, and whether the trail is smooth or bumpy. Along with the powermeter, the system records all of this information and stores data from your previous seven rides to help build a visual of the terrain and your riding style.

In use, Flight Attendant XC is an absolute game-changer. The wireless setup is super neat, removing two cables and a remote lockout from the cockpit. And with the automated suspension, there’s one less thing for you to think about so you can concentrate on the trail ahead.

There is an Override mode, which I’ve set to the Sprint-On-Lock setting to provide an instantaneous lockout at the push of a button on the Pod controller. You can also switch the system into Manual mode and use the same Pod controller button to scroll through the three suspension settings. It’s much the same as using the TwistLoc remote, though it is much faster and takes less effort.

2024 specialized epic 8 s-works review rockshox flight attendant xc

Really though, it’s all about the Auto mode and the benefits it brings to the riding experience. I particularly like when it engages a split suspension state, where the shock moves into a firmer mode compared to the fork. This is one of the key benefits over a manually-operated system, and it means the back end of the bike rides firmer and higher to improve pedalling efficiency, while the fork remains open so it can freely absorb impacts.

It’s clever stuff, and it only gets better the more you ride it. The system learns your riding style and power zones, allowing it to make more nuanced decisions. The beauty though is in its simplicity. You just get on the bike, ride and let the suspension adjust to the terrain as needed.

Curious to know more? See our separate Flight Attendant review for the full story.

What don’t we like?

That’s easy, the price!

Honestly, $24K is an insane amount of money for a mountain bike that doesn’t have a mid-drive motor. It puts the S-Works model well out of reach for most riders, but then these have never exactly been cheap bikes.

Obviously the Flight Attendant system adds a lot to the price tag. While Flight Attendant XC is yet to be available aftermarket, RockShox sells the current enduro kit (fork, shock and pedal sensor) for $5K alone. Add a powermeter into the equation, and you’ve get a rough idea of how much extra you’re paying for the electronic integration.

And ultimately, it does lead to the S-Works Epic being the highest performing XC bike I’ve ever tested. If you want the very best, I’d honestly struggle to recommend anything else.

Most folks won’t be able to justify spending that kind of money though, and the good news is that you don’t have to. Personally I’d be looking at the Epic Expert, which at $11,000 AUD hits the sweet spot in terms of the performance-per-dollar ratio.

Its FACT 11m frame is only a little bit heavier, and it still gets a lightweight Roval Control carbon wheelset and a wireless GX AXS Transmission. More importantly, it shares the same high-end fork and shock dampers as the S-Works model. It’s also claimed to weigh just 11.1kg, making it lighter than the Trek Supercaliber 9.8 GX AXS (11.62kg), Orbea Oiz M10 (11.57kg), and the Cervelo ZFS-5 120 X0 AXS (11.52kg) we’ve tested previously.

Price aside, I’m otherwise struggling to come up with other downsides for the Epic. Some may be turned off by the headset cable routing, but it’s worth pointing out that it only features on the FACT 12m frame on the S-Works model. And with only a single brake hose passing through the headset, it’s a total non-issue. In fact, I prefer it as it provides a super clean cockpit.

I did get some creaking from the headset on our test bike, which was easy to pull apart for cleaning. Following a re-grease it’s been silent ever since. I also like the subtle steering limiter, which does its intended job without ever being noticeable on the trail.

Component highs & lows

With the Specialized S-Works Epic being the most expensive mountain bike we’ve ever tested, you’d expect it to be absolutely flawless. And for the most part that’s been the case.

The RockShox SID fork and SIDLuxe shock are superb, and in many ways this combo is leading the charge in the XC world. Specialized complements the sensitive suspension with a cohesive and well-tuned build kit. There’s no harshness from the one-piece cockpit, and there’s decent compliance from the supple tyres and carbon wheels.

Despite the incredibly low weight, the Control SL wheelset have handled some serious whacks to the rims. I had a huge stick go through the rear wheel and get jammed up against the chainstays, though aside from a bent spoke there’s been no damage to speak of.

The tyre combo has been similarly reliable, offering a good balance of grip, suppleness and durability. See our Specialized XC tyre group test for more detail about these.

One downside has been the SRAM Level Ultimate brakes. The levers feature too much dead stroke for my liking, irrespective of how many times you bleed them. Really your only option is to run the lever reach further out, or pair them with the thicker and heavier HS2 rotors like I have on my Lux World Cup .

And that’s kind of the story with the Epic as a whole, which puts a greater emphasis on performance and practicality over outright weight.

Speaking of weight, there are some areas you could drop grams. The Reverb AXS is 200g heavier than an equivalent Transfer SL , though the wireless setup is a big plus and so too is the light action and infinite adjustability. It’s the same deal with SRAM’s XX SL Transmission. Shimano XTR is lighter, but it’s hard to not be impressed by the shift quality and robustness of the hanger-less XX SL derailleur.

And that’s kind of the story with the Epic as a whole, which puts a greater emphasis on performance and practicality over outright weight. Specialized could have made it lighter by omitting the SWAT storage, thick frame protection, flip chip and internal guide tubes. Personally I’m glad they’re all here though, as it makes for a more versatile bike that’s easier to live with day-to-day. Speaking of versatility, I should point out that the frame will handle a 130mm travel fork, which is exactly how the Epic EVO comes set up. Check out our Epic EVO review for more.

Specialized Epic vs Epic World Cup

With the new Specialized Epic 8 joining the lineup alongside the Epic World Cup , no doubt there’ll be a number of folks trying to work out which will be the best XC bike for their needs.

Released a year ago, the Epic World Cup is a short travel full suspension race bike that represents an evolution of the previous Brain-equipped Epic. It’s built around a stunning full carbon frame with a proprietary SIDLuxe WCID shock that incorporates a tuneable negative air chamber. It’s designed to offer a very firm and almost locked out feel for maximum pedal efficiency, with a smooth breakaway that allows you to deploy the 75mm of rear travel on bigger hits.

That’s complemented by a Brain-equipped SID SL fork that offers 110mm of travel. Along with rigid carbon seatpost and smaller 2-piston brakes, the Epic World Cup is the lighter of two bikes, and by no small margin either. At a claimed 9.27kg for the S-Works model, it’s over a kilo lighter than the regular Epic. It’s also cheaper too at $19,200 AUD.

Despite coming from the same brand, on the trail these two bikes are very different.

The Epic World Cup strikes the middle ground between a hardtail and a traditional full suspension bike. It’s seriously efficient and is ideal for smoother courses and short track racing where you don’t necessarily need a plush ride. The steering is wicked fast and, much like a hardtail, it loves being whipped through tight and flowy singletrack. However, its slack head angle and low BB means it is surprisingly stable at speed, even if there is more feedback through the contact points.

In comparison, the Epic 8 is for sure the more versatile bike of the two. It’s significantly plusher and is far more comfortable over rough terrain, which sees it drawing a stronger connection with the previous Epic EVO.

It’s no slouch though, with the Magic Middle and Sprint-On-Lock modes providing plenty of pedal response when needed. The difference is that you’ll be throttling the TwistLoc remote on a regular basis to tweak the suspension to the trail, and of course the extra cables will add some clutter to the cockpit compared to the beautifully clean setup on the Epic World Cup. That is unless you’re considering the premium S-Works model with its Flight Attendant system.

Outside of racing, I’ve simply found the Epic 8 to be more fun to ride. It’s a ripping XC bike that offers remarkable capability on fast and technical terrain. It’s also the better technical climber when things get choppy, as it delivers considerably more grip and comfort. If I was to choose out of the two, hands down I’d pick the Epic 8.

Specialized Epic 8 vs Scott Spark RC

Given it’s also built around a 120mm travel platform, the Scott Spark RC is a logical competitor to the new Specialized Epic 8.

The frame design is quite different, with its highly integrated approach and hidden rear shock creating a distinctive silhouette that stands out from the crowd. It also incorporates modular headset cups for adjusting the head angle independently, but otherwise the geometry is pretty similar to the Epic.

Comparing price and specs isn’t straightforward, since at the time of writing Scott is still yet to update the Spark range with any SRAM Transmission models. However, it’s worth acknowledging that the Spark is available in a wide variety of options including models with alloy frames, which means the starting price is much lower.

As for ride quality, both the Epic and Spark are at the forefront when it comes to modern XC race bikes. They’re surprisingly plush and offer a load of traction across rough and technical terrain. Each comes with a nifty 3-position damper for the fork and shock, with a middle setting that’s designed to elevate pedalling efficiency and climbing performance.

The Spark goes about it differently with its proprietary Nude shock, which limits rear travel to 80mm in the middle Traction Control mode. It also features the unique TwinLoc remote that incorporates the dropper lever and suspension paddles into a single unit. It’s all very neat and works well, with the integrated cockpit and internal shock giving it a sharp aesthetic that will appeal to certain riders.

The Epic takes a less radical approach with its external shock, guided cable routing and threaded BB making it an easier bike to work on. Its slimmer and more conventional frame profile also provides a greater degree of compliance when riding over rocky terrain, while the SWAT downtube storage gives it another tick in the practicality department.

Flow’s Verdict

No doubt about it, the new Specialized Epic 8 is up there as one of the most fun and versatile XC bikes I’ve ever tested.

In the past, race bikes have always been sharp, efficient and very business-like machines. But having ditched the Brain and boosted its travel, it’s clear the Epic 8 is far more than just a dedicated racer.

Yes it’s light and fast, and it can deliver powerful responsiveness when needed thanks to its svelte carbon frame, neutral pedalling behaviour and clever shock tune. Flip the suspension into the Wide Open mode, and you’ve got a plush and active ride quality. Combined with its well-balanced handling, it offers a calmness at speed that allows you to push it surprisingly hard on technical terrain.

This is important because while races have traditionally been won or lost on the climbs, these days they’re increasingly being decided on the downhills too. And the Epic 8 is a seriously good descender.

Along with its relatively straightforward frame layout and practical amenities, it’s a versatile and pragmatic bike to live with day-to-day. If I was choosing the ultimate XC bike, I’d be hard-pressed to think of anything as capable as this.

ABOUT THE REVIEWER - Wil Barrett

Bendigo, Victoria

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Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

Epic EVO Pro

Supercaliber 9.6

(descending)

Based on build material and quality level of the frame, fork, wheelset, groupset, suspension system, and more.

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