SPECIALIZED S-WORKS EPIC WORLD CUP
They teased the new Epic World Cup on the race circuit for several months, and SRAM even revealed it before the official launch, but Specialized still had a surprise up its sleeve. Rather than replacing the long-serving Brainequipped Epic full-suspension bike, Specialized announced that the Epic WC meant the death of its top-end hardtails. And it certainly flavours a lot of the ride feel and aesthetics it delivers too.
With slender seatstays aligned with the top tube, that largely swallows the unique shock, the Epic World Cup certainly looks like a hardtail. The 430mm chainstay length is exactly the same as the old S-works Epic Hardtail too, and the BB is only 4mm higher to accommodate the 75mm frame travel.
Look closer though and you’ll see the Epic WC is a fully-featured suspension bike. There’s a conventional main pivot hidden behind the chainset and there’s even a tiny rocker link at the rear of the shock/seatstay junction to manipulate the shock’s behaviour.
Geometry-wise, the 66.5° head angle is very close to the 110mm-travel Epic EVO too. Reach also grows 10mm on large frames compared to the Epic hardtail, which also makes it 5mm longer than the EVO. Dynamic feel is significantly different to both though, but let’s get back to the bike at hand.
The S-works version of the World Cup uses a higher-grade Fact 12M composite than the 11M Pro model and the translucent frame coating is also superlight. That puts the claimed weight for the medium frameset and shock at 1,765g. Almost 250g lighter than the Trek Supercaliber SLR frame.
The bottom bracket is a conventional threaded unit and the frame has ample space for two bottles. You get a triangular ‘SWAT’ box to carry a tube and C02 cartridge, and a carbon bottle cage is included too. However, the rear brake (all models use wireless AXS gears) is routed through the headset, which won’t thrill mechanics.
SUSPENSION
The Rockshox SIDLUXE WCID shock is based on a standard Rockshox SIDLUXE shock and shares many of its internals.
It’s longer though, with an extra midshaft bushing, and around 33g heavier than the standard shock. You lose the weight of a remote control and lever, though. That’s because shock action is defined by presetting the negative spring volume, anywhere from 0% (Specialized call this ‘Zero Gulp’) to 10% sag (‘Full Gulp’). This is done by depressurising the shock, then pressing a manual air transfer valve at full compression (10% sag), full extension (0% sag) or wherever you want between. And how you set the sag really transforms how the 75mm frame travel behaves.
Up front, Specialized has transferred its long-running Brain inertia valve to the latest 110mm-travel SID SL fork. This reactive lockout has preset ‘Brain 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. 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 Brain system adds 183g over the standard fork.
COMPONENTS
Transmission 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. Tyres are Specialized too, with the excellent and vapour-light 580g Fasttrak S-works up front and slicker but tougher 650g Renegade Control out back. Our only gripe with the build is that the twopiston 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
The World Cup feels very rigid on the trail. This starts with the very stiff, gullwing carbon cockpit and machined crown of the new SID SL fork. While the Brain fork is more open than before, it still has a clipped and efficient, rather than forgiving, feel as hits get bigger and faster. The increased fork-to-wheel connection provided by the Torque
Cap hub end caps is also noticeable in improved tracking. The broad Control SL rims and Specialized tyres are more accurate yet grippy than you’d expect for an XC set-up. That means you can make the most of the slacker head angle and dropped front end to really attack the trail.
In the lower ‘Gulp’ settings Specialized has deliberately gone for a rigid feel, and even in ‘Full Gulp’ mode (maximum negative spring) you’re only getting 4mm of sag at the shock. That means the rear end is either pressed against – or rattling off – the top-out bumper of the shock. Also, with very limited negative travel, the suspension can’t extend into holes or undulations. This means you’re generally riding on top of the trail like a hardtail rather than sinking into it.
Yes, the sub-10kg overall weight results in a hyper-responsive ride. The instant reactions of the superlight wheels and tyres are amplified by the rapid engagement of the DT Swiss
180 rear hub. Even the lack of remote controls for the suspension make for a clutter-free bar, just like a hardtail.
If you’re spinning rather than stomping the hollow carbon cranks in Zero to Half Gulp settings, the back end is locked against the stops on smooth trails to continue the hardtail illusion. However, the low anti-squat kinematic means that, even in Zero Gulp mode, it’s possible to get the back end bouncing by pedalling hard or in squares.
Move towards Full Gulp and the ‘rubber chain’ sensation when pedalling is not only very obvious, but it also feels out of phase with the normal power points of the drivetrain. It’s like you’ve fitted an asymmetric chainring but clocked it wrong – it feels weird.
The gain is that the rear wheel still moves easily even when pedalling hard, so it hooks up and over boulders/steps and roots really well when you get on the gas. With a distinct lack of pedal kickback as the suspension compresses, a ‘Mega Jounce Bumper’ has been introduced to help control bottom-out.
Ultimately, though, if you want your XC race bike to feel stiff and positive under power, the softness of the Epic WC is really demoralising when sprinting out of corners or charging up climbs. Dialling the softness out with the low-speed compression adjuster is one option, but then you just risk amplifying the already harsh, chattery feel from the lack of negative spring volume and constant top-out.