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.

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.

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
• Tyres | Specialized Fast Trak T7 Control 2.35in Front & Renegade T5 Control 2.35in Rear
• 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

• Frame | FACT 11m Carbon, Single-Pivot Suspension Design, 120mm Travel
• Fork | RockShox SID Select+, Charger Race Day 3-Position Damper, 44mm Offset, 120mm Travel
• Shock | RockShox SIDLuxe Select+, 3-Position Damper, 190x45mm
• Wheels | Roval Control, Carbon Rims, 29mm Inner Width
• Tyres | Specialized Fast Trak T7 Control 2.35in Front & Renegade T5 Control 2.35in Rear
• 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

• Frame | FACT 11m Carbon, Single-Pivot Suspension Design, 120mm Travel
• Fork | RockShox SID Select, Charger RL 3-Position Damper, 44mm Offset, 120mm Travel
• Shock | RockShox SIDLuxe Select+, 3-Position Damper, 190x45mm
• Wheels | Alloy Hubs & Specialized Alloy Rims, 28mm Inner Width
• Tyres | Specialized Fast Trak T7 Control 2.35in Front & Renegade T5 Control 2.35in Rear
• Drivetrain | SRAM GX Eagle 1×12 w/32T 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 Alloy, 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 | 11.7kg
• 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.

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.

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

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 – 1,616g
• 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.

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.

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

Hometown

Bendigo, Victoria

Height

175cm

Weight65kg