trek slash vs stumpjumper evo

Specialized Stumpjumper EVO Review | More adjustable, more refined, & more versatile for 2021

The not-so-minor details, 2021 specialized stumpjumper evo expert.

Specialized

https://www.specialized.com/

- Insanely floaty suspension performance - User-friendly adjustable geometry - The new SWAT accessories are brilliant - Highly adjustable fork and shock package - Code RS stoppers deliver enormous braking power - Overall attention to detail

- The sticky rubber and suspension are draggy - Rear tyre is on the light side for a hard-charging bike like this - We'd like to see a Star Ratchet freehub at this price

Wil reviews the 2021 Specialized Stumpjumper EVO

It’s been a little over two years since the last generation Stumpjumper EVO was introduced, and barely a year since Specialized launched the carbon fibre variant. We expected them to hang around for a while, because in the world of mountain bikes, three-to-four years is a pretty standard lifecycle for a mountain bike frame. Once a new chassis is introduced, typically only the components and graphics change from year-to-year. And yet here we are with an all-new 2021 Specialized Stumpjumper EVO in our hot little hands. Sure, it looks pretty similar, but we can assure you this ain’t just a new paint job.

Watch our review of the Stumpjumper vs Stumpjumper EVO here!

Hold on, who’s STEVO?

What originally started out as a bit of a niche model, the EVO (or STEVO as we affectionally like to call it) has always existed as a radical offshoot of the regular Stumpjumper. The EVO originally came to life as a sort of pumped-up version of the Stumpjumper, providing an opportunity for the product team to get spicy with the suspension and build kit to add a little extra kick to an otherwise mass-appeal trail bike.

The last Stumpjumper EVO was different though. Things got a bit wild with that one, which featured an entirely different frame that became something of a mad science experiment with some of the most forward-thinking geometry we’d ever seen from the Californian brand. Of course Specialized wasn’t the first to go uber-slack, long and low, but the Stumpjumper EVO still stood out as one of the bigger mainstream offerings on the market to really push the geometry needle.

The current Stumpjumper EVO (left) was introduced in 2018 as a freakish offshoot of the regular Stumpjumper. The carbon model then followed in 2019 (centre & right). Things have come a long way in two years though, as the new Stumpjumper EVO aims for a wider audience.

From niche to mainstream

While it was pretty bonkers at the time, the dust has settled on the Stumpjumper EVO over the past two years. More big brands are adopting new-school geometry, and more riders are seeking it out (which we could argue is both good and bad). As those previously radical numbers become less fringe and more mainstream, that’s helped to set the scene for Specialized to jump in feet-first with the Stumpjumper EVO.

Indeed for 2021, the Stumpjumper EVO is is no longer a niche offshoot. This little punk is all grown up, having evolved into its very own standalone model – a model that Specialized now refers to as the ‘ultimate trail bike’. Humble words indeed from our American pals. To see just how ultimate it really is, Specialized put a Stumpjumper EVO Expert into our hands for a week to test out on home dirt. Before we get into the ride review though, let’s take a closer look at what’s changed for Specialized’s newest trail bike.

Specialized Stumpjumper EVO overview

It might not look like it at first glance, but the Stumpjumper EVO is all-new from the knobbly tyres up. There’s a brand new frame, which features the distinctive asymmetric Sidearm profile and classic FSR four-bar suspension design. Kinematics have been refined and travel increases by 10mm over the previous model – there’s 150mm of rear wheel travel matched to a 160mm travel fork.

No longer will you find separate 29in and 27.5in models, with the Stumpjumper EVO now rolling exclusively on 29in wheels with clearance for up to a 2.5in rear tyre. It is possible to set it up as a mullet though – Specialized produces a specific rocker link that allows you to fit a 27.5in rear wheel, without adversely affecting geometry and kinematics. The Mullet Link will be available as an aftermarket purchase for around $200 AUD (price TBC).

There’s a new human range extender

Thanks to a larger diameter downtube, Specialized has increased the SWAT storage volume by a claimed 15%. To make use of that extra space, it’s also developed a new SWAT soft flask, which allows you to carry an additional 650ml of hazy IPA water on bigger days out. The soft flask is shaped like a Santa sack, and tucks in above the bottom bracket, keeping the added weight low in the frame.

Also included with the bike is a waterproof tool roll, which I packed with a tube, tyre levers, CO2 and a Dynaplug. The tool roll fits in above the flask, though there’s still heaps of room for a lightweight jacket, food, or any other essentials you think you might need.

Shock! Horror! It isn’t slacker and lower

You weren’t expecting that were you! But think about it – the last Stumpjumper EVO was absurdly low and slack already. And with Specialized having launched the new Enduro last year , which has reclaimed its title as the big-hitting hooligan of the range, the new Stumpjumper EVO has been refocussed to become a more versatile allrounder designed for a broader range of riders and trail types.

With that in mind, things have been tweaked accordingly. Specialized has moved back to 170mm crank arms (from 165mm). Out of the box, the bottom bracket actually sits a little higher than before, and the head angle is actually steeper too. Both of those can be adjusted though – more on that in a bit.

More sizes for more riders

Rather than just S2 and S3, the new Stumpjumper EVO is now available in six sizes from S1 through to S6, accommodating a much bigger range of rider heights. If you’re not familiar with S-Sizing, it simply refers to ‘style-specific’ sizing. The general idea of S-Sizing is to choose the right size based on your riding style and preferred reach, rather than just how long your legs are. As a starting point though, here’s what those numbers translate to;

• S1 = X-Small
• S3 = Medium
• S5 = X-Large
• S6 = XX-Large

However, because Specialized keeps the seat tubes nice and short on the Stumpjumper EVO, there’s more leeway when it comes to choosing your preferred size. For example, if you normally fit a Large size in most brands, then S4 is what you’d be looking at with the Stumpjumper EVO. Prefer a more nimble and poppy ride for slicing up twisty singletrack? Go down to an S3. Looking for maximum stability for going flat-out on chunky, wide-open trails? Upsize to the S5.

6-way adjustable geometry

As with the previous Stumpjumper EVO, the new frame gets a High/Low geometry adjuster. However, the flip chip is no longer found in the lower shock mount. Instead, there’s an offset chip on each side of the Horst Link pivot, just like the current Demo downhill bike. From the factory the bike comes set in the High position. Flip the geometry chip by 180° into the Low position, and you’ll drop the BB height by 7mm.

The High/Low geometry chip is now located at the Horst-link pivot. It comes set in the High position, but flipping it around drops the BB height by 7mm, and it slackens out the angles a bit too.

Furthermore, you can also separately adjust the head tube angle. Included with the bike is a secondary upper headset cup, which features an offset bearing bore that allows you to steepen the head angle by a degree, or slacken it by a degree. The cup itself is keyed into the frame, so it’s easy to remove and reorient by hand with no special tools required. And since the lower headset bearing is able to gimbal within the head tube, it’ll align regardless of what head angle you choose to run.

With those two areas of adjustment, you have six different geometry setups at your disposal. Not only that, you can achieve those setups on the side of the trail with just a 4mm and 5mm hex key. Pretty neat huh?

You want numbers? Here, have ALL OF THEM

While there is a load of adjustment on offer, Specialized has picked the High geometry position and the neutral head tube position as the default setup for the Stumpjumper EVO, which is likely what most riders will leave it at. That setup delivers a 35mm BB drop, 64.5° head tube angle and 77.2° seat tube angle on our S3 test bike.

Chainstay length is 438mm on most sizes, though that grows to 448mm on the S5/S6 sizes to help keep weight distribution in check. For those who love numbers, get ready for a geometry-chart orgy with all six different setups. Yikes!

It’s a carbon only affair

There is just a single frame within the Stumpjumper EVO range, and it’s made of carbon. If you were hoping for an alloy STEVO, unfortunately there are none here. Or at least, none at the moment anyway.

Utilising FACT 11m carbon fibre for the mainframe and swingarm, Specialized claims the Stumpjumper EVO frame weighs in at just 2,750g. That’s for an S4 size with shock, hardware, axle, armour and seat clamp. It’s about 250g heavier than the claimed weight of Giant’s new carbon Trance X , though it’s still darn impressive for a bike with such hard-hitting intentions.

The suspension links are made from forged and machined alloy, and you’ll find sealed cartridge bearings at all pivot points. With the exception of the bigger double-row bearings for the main pivot, all the bearings share the same dimensions, which is useful from a replacement perspective.

Also nice to see is a threaded bottom bracket shell, a SRAM universal derailleur hanger, and internal cable routing with moulded-in guide tubes. There’s also a wee mudflap just above the main pivot where the cables pass through the mainframe into the swingarm, which is designed to prevent rocks and debris from getting wedged and causing damage.

While there’s no specific shuttle guard like on the new Trek Slash , the underside of the Stumpjumper EVO’s downtube does get a transparent protective sticker, along with a thick bolt-on armour plate down around the belly of the frame to protect it from rock strikes. Thick, soft density rubber is used around the drive-side chainstay and inner seat stay to pipe down chain slappin’.

Specialized Stumpjumper EVO price & specs

There are just two complete Stumpjumper EVO models coming into Australia for 2021 – the Comp and the Expert. Specialized will also be bringing in the S-Works frameset on its own, for those who have more specific tastes. As mentioned above, all options use exactly the same FACT 11m carbon frame.

You’ll find Fox suspension on both complete bikes, with a 36 fork and DPX2 shock. They also get an X-Fusion Manic dropper post, as well as the new Butcher T9 and Eliminator T7 tyre combo. Read on for a closer look at the specs, followed by our first ride review.

2021 Specialized Stumpjumper EVO Comp

• Frame | FACT 11m Carbon Fibre, FSR Suspension Design, 150mm Travel
• Fork | Fox 36 Float Rhythm, GRIP Damper, 44mm Offset, 160mm Travel
• Shock | Fox Float DPX2, Performance Series, 210×55mm
• Wheels | Shimano MT400/510 Hubs & Roval Alloy Rims, 30mm Inner Width
• Tyres | Specialized Butcher GRID Trail 2.3in Front & Eliminator GRID Trail 2.3in Rear
• Drivetrain | Shimano SLX 1×12 w/30T Crankset & 10-51T Cassette
• Brakes | Shimano SLX 4-Piston w/203mm Front & 180mm Rear Rotors
• Bar | Specialized 6061 Alloy, 35mm Diameter, 30mm Rise, 800mm Width
• Grips | Specialized Lock-On
• Stem | Specialized Alloy Trail, 35mm Diameter, Length: 40mm (S1-S2), 50mm (S3-S6)
• Seatpost | X-Fusion Manic w/SRL Lever, 34.9mm Diameter, Travel: 100mm (S1), 125mm (S2), 150mm (S3), 170mm (S5-S5), 190mm (S6)
• Saddle | Specialized Bridge Comp
• Sizes | S1, S2, S3, S4, S5 & S6
• RRP | $7,300 AUD

• Fork | Fox 36 Float, Performance Elite, GRIP2 Damper, 44mm Offset, 160mm Travel
• Shock | Fox Float DPX2, Performance Elite, 210×55mm
• Wheels | Roval Traverse, Alloy Rims, 30mm Inner Width
• Drivetrain | SRAM GX/X01 Eagle 1×12 w/30T Descendent 7K Crankset & 10-52T Cassette
• Brakes | SRAM Code RS 4-Piston w/200mm Rotors
• Bar | Specialized 7050 Alloy, 35mm Diameter, 30mm Rise, 800mm Width
• Grips | Deity Knuckleduster Lock-On
• RRP | $9,900 AUD

2021 Specialized S-Works Stumpjumper EVO Frame

• Shock | Fox Float DPX2, Factory Series, 210×55mm
• Sizes | S2, S3, S4 & S5
• RRP | $5,300 AUD

Specialized Stumpjumper EVO sizing & fit

Specialized sent us out a Stumpjumper EVO Expert a week before launch, so we could put it to the test on our local test trails. That’s hardly enough time for a long-term review, but I’ve had ample time to get everything dialled in, try out some different geometry settings, and take it on a variety of trail types to get a solid impression of what the new STEVO is all about.

To suit my 175cm height, Specialized sent an S3, which gets a 448mm long reach. With the thick grips, high-rise bars and 50mm stem, the fit feels generous. I personally wouldn’t want to go to any longer – the S3 feels spot-on for my build and riding style.

I did chop the bars down to 780mm, and I also slid the saddle forwards a bit on the rails to steepen the effective seat angle a touch. Even with my stubby legs, there’s tonnes of wiggle room with the stock 150mm dropper post – at my height I could easily run a longer dropper, or even upsize to an S4.

With the tyres setup tubeless and the various SWAT tools removed, our test bike came in at 13.94kg – not bad at all given the alloy wheels, piggyback shock, big brakes and rotors.

Suspension setup

To suit my 68kg riding weight, I initially setup the Fox 36 GRIP2 fork as per the setup guide with 78psi in the main air spring. I found the fork to ride a touch firm for my liking though, particularly compared to the buttery plush performance of the rear suspension. I ended up reducing the pressure down to 70psi for a smoother ride and sped up the high-speed rebound to liven things up a bit. After chatting with the team at Specialized, it turns out we were on the same page. For that reason, the Specialized suspension calculator is a resource well worth utilising for baseline tuning.

As for the rear shock, Specialized recommends setting it up with 28% sag. Because there are no sag indicators, you’ll want to bring out the ruler for this one, as you’ll be measuring a very specific 15.5mm of displacement at the O-ring. I ended up with 175psi inside the air spring. As I’ve previously found the DPX2 shock to be a little sticky on the trail, I ran rebound damping on the faster side (11/14 clicks), and added a few clicks of low-speed compression damping. The DPX2 also has a 3-position compression lever, with Open-Medium-Firm settings, which I’ll talk about in more detail shortly.

Mini-Enduro vibes, so floaty

From the very first ride, the Stumpjumper EVO impresses with its smooth, active and floaty suspension performance. There’s a real bias here towards outright traction and high-speed response, which results in very little feedback through the pedals even when the trail gets choppy. Having tested the Enduro last year, I was having flashbacks on the Stumpjumper EVO – that floaty sensation gives off a genuine mini-Enduro vibe.

Drawing from the kinematics of those bigger bikes, the Stumpjumper EVO possesses a more rearward axle path to help the wheel move back and up over obstacles, aiding momentum over square-edge hits.

This makes sense. After all, Specialized’s engineering team injected considerable DNA from the Demo and Enduro into the new Stumpjumper EVO. Drawing from the kinematics of those bigger bikes, the Stumpjumper EVO possesses a more rearward axle path to help the wheel move back and up over obstacles, aiding momentum over square-edge hits. The overall leverage rate isn’t dissimilar from the Enduro either, and there’s notably more progression compared to the previous Stumpjumper EVO. That’s improved bottom-out resistance, and the frame is happily coil-compatible for those who are wondering.

Having developed the bike’s kinematics with the DPX2 specifically in mind, Specialized says it ended up right in the middle of that shock’s tuning range. This meant that there was very little need for any custom valving, though the rebound tune is slightly lighter on the S1-S3 sizes to suit lighter riders.

However, the shock does feature a smaller custom LCR (low compression ratio) air sleeve, which gives you more options for tuning with volume spacers. You’ll find a 0.6³ volume spacer inside as stock, and you’re able to downsize or upsize depending on what you’re after. I found I could very occasionally bottom out the rear suspension on the ugliest of hucks to flat, but otherwise the end-stroke support feels spot-on, and I like that the suspension is still responsive deeper into its travel – something that hyper-progressive bikes struggle with. Even riding with flat pedals, my feet were never ricocheted off of more seismic impacts.

Otherwise the end-stroke support feels spot-on, and I like that the suspension is still responsive deeper into its travel – something that hyper-progressive bikes struggle with. Even riding with flat pedals, my feet were never ricocheted off of more seismic impacts.

Part of the suspension’s sensitivity is owed to the brawny rear end. To keep things tracking true, Specialized has employed wide linkages, big bearings, a clevis junction for the upper seatstay pivot, and double bearings for each Horst-link pivot. The shock extender, which not only controls the leverage rate, also reduces side loading on the shock body itself. There’s clearly been a lot of attention paid to minimising twist and flex through this whole zone, allowing everything to slide smoothly and with less stiction.

Along with the future-forward geometry, incredible GRIP2 fork and the high-rise bars, the Stumpjumper EVO’s buttery suspension really encourages you to attack the trail. The long wheelbase and low-hanging bottom bracket keep your weight centred and low, maximising stability as momentum builds on the descents.

Overall it feels much more more enduro than trail. And while it isn’t a pig, Specialized has traded in some pop and zing for the grilled-cheese plushness. Compared to some other trail bikes, like the Giant Trance X  and Pivot Switchblade , you do have to work a bit harder here to springboard the whole bike into the air. A lighter rebound setting is key to preventing the DPX2 from feeling too lazy.

It’s an bit stodgy on the climbs

With the new Stumpjumper EVO’s kinematics, Specialized went more aggressive with anti-squat, again following in the Enduro’s footsteps. The main pivot sits quite a bit higher than before, which helps to get that more rearward initial axle path, while also increasing the suspension’s propensity to stiffen under pedalling inputs. Deeper into the travel, the anti-squat level drops below 100% to reduce feedback through the pedals on harder impacts.

While Specialized had big claims to extol about the Stumpjumper EVO’s pedalling efficiency, I can’t say my experience on the trail lived up to those expectations. In the Open position, the active suspension performance means the shock sinks a little too willingly into its travel, pushing your weight further back behind the cranks. Providing you’re pedalling smoothly, you can feel the anti-squat trying to control that shock movement. But as soon as your weight shifts on the bike, say if you pedal more raggedly, or out of the saddle, or you get a head-bob going on, or shuffle around on the saddle to get comfortable, the shock sinks and rises in unison with your body.

I wasn’t particularly surprised at this – the DPX2 provides exceptional damping control and traction, but I’ve always found it to feel a little stodgy under power, and it’s more obvious here because the Stumpjumper EVO’s rear end is so sensitive. Of course this active performance means that traction is outstanding, and there’s basically no tug on the pedals even when whacking the rear wheel into big rock ledges.

In search of less drag, I tried increasing shock pressure (by as much as 20psi) but that didn’t really help. What did help was flipping the blue compression lever into the Firm position. While this does reduce some of the energy loss through the pedals, the Firm setting also extends the shock, lifting the whole bike to increase pedal clearance and steepen the effective seat tube angle – good things for your climbing position.

Worth noting is that this setting isn’t a full lockout. The shock is a lot firmer, but it still moves, and it’ll still take the edge off jarring impacts. And with the shock’s head positioned between your knees, it’s quite easy to reach down and flick that lever back and fourth as needed. Consequently, I used it every time the trail turned upwards for a decent length of time, whether it was a road climb, a 4WD track, or on technical singletrack.

Even still, the Stumpjumper EVO isn’t the most enthusiastic ascender, and since there’s no lockout on the GRIP2 fork, there’s a lot of front end squish if you do attempt to sprint out of the saddle. Rather than rush your way up the climbs, I recommend picking a low gear, sitting, spinning smoothly, and taking the time to recover and enjoy your surroundings before embarking on the next round of downhill mayhem.

Seriously sticky rubber

Not helping matters is a decent amount of rolling resistance from the tyres. On that note, the Stumpjumper EVO actually debuts new rubber for Specialized – the Eliminator T7 on the rear and the Butcher T9 on the front. The tread patterns and casing constructions are carried over, but the rubber compound is all-new.

The T9 is Specialized’s softest and grippiest tyre compound, and it’s the same rubber you’ll find in the 2-ply downhill tyres. The gooey rubber feels similar to the softest Maxxis 3C Maxx Grip tyres I’ve ridden. It’s quite slow, but there’s a huge amount of damping control that keeps the tyre stuck to the ground in situations where other tyres rebound and bounce off. Along with the Butcher’s huge cornering blocks and siped centre tread, there’s an enormous amount of adaptive traction and braking bite on tap, even in loose conditions.

The Eliminator T7 uses a firmer trail compound that offers lower rolling resistance and greater durability, making it more suited to rear tyre use. The Eliminator’s tighter centre tread naturally rolls faster, but the cornering blocks still dig in confidently when leant over. Together with the Butcher, this is an excellent tyre combination that really highlight this bike’s aggressive riding intentions.

Worth noting is that both tyres size up bigger than claimed at 2.44in wide. It would seem that Specialized is no longer suffering from its tyres being grossly undersized. Weight is also competitive with the Butcher coming in at 1,070g and the Eliminator at 975g. I do think the rear casing could be tougher though, especially for the shenanigans this bike wants to involve you in. I put a tubeless insert into the rear wheel before I set foot out of the workshop, but even then I still managed to ding the rim and cause a slow leak. Habitual tyre splitters will want to consider rim protection and/or a 2-ply tyre for the rear.

Trailside geometry adjustments

In my opinion, one of the standout features of the new Stumpjumper EVO is the plethora of tuning options when it comes to frame geometry. There’s a load of scope here for modifying the bike to your needs.

I will say that I didn’t bother with the BB height adjustment, since the 35mm BB drop in the factory setting is already quite low. With my local trails being so choppy and raw, they punish poor technique and I was already clipping pedals enough that I didn’t want to lose any more height from the BB. Still, I can see the advantage of going lower for high-speed, machine-built flow trails, say if I took the bike on a trip to somewhere like Bright or Derby. All you need is a 5mm hex key to flip that offset chip, though I would recommend taking the rear wheel off first as the chips can get a bit fiddly.

Two upper headset cups are included with the bike. The stock position is the neutral cup, which delivers a 64.5° head angle. By fitting the offset cup, you can steepen or slacken that by a full degree. The process is super easy to do trailside with regular hex keys on your multi-tool.

I did spend a ride trying out different head angles, which was brilliant. The stock 64.5° head angle felt fine to begin with, but after taking the bike around a short 20-minute loop, which featured a mix of smooth and technical climbing, as well as flat-out high-speed descending, traversing, steep pitches, and slow-speed techy jank, I repeated the same lap with the head angle at 63.5°, then again at 65.5°.

The process is super easy to do trailside. It took me about five minutes to complete, and by doing so you can feel an immediate change in the riding position and front-end handling.

Worth noting, the slackest position really pushes the front wheel out in front of you. That’s great for near-vertical chutes, and it keeps the bike super planted. But if the descents were fast without being mega steep, then you really have to concentrate on weight distribution, otherwise the front tyre could disappear from underneath you very quickly. Of course you can adapt to this with a forward-biased riding position, and like any bike, it’s the sort of thing that you get used to within a few rides.

For me personally though – and I know I’m the salmon swimming upstream in the cold waters of mountain bike journalism here – I preferred the steepest head angle. Despite the steeper head angle, I had no issues with stability on the Stumpjumper EVO, and I found I could still smash steeper descents with confidence. I simply had faster and more responsive steering everywhere else, and I was able to maintain a more central riding position that felt more comfortable while riding along undulating terrain.

This preference is also representative of my local trails, which are far from the steep alpine terrain found in other parts of the world. But that’s the beauty about this geometry adjustment – you can tweak the handling and vibe of the Stumpjumper EVO with no special tools needed.

Component highs & lows

In my limited time with the Stumpjumper EVO Expert, I’ve been thoroughly impressed with how much Specialized has sweated the finer details on this bike.

As well as including the secondary headset cup for tweaking the head angle, Specialized also throws in two conical upper headset top caps with the bike. Once you find your desired bar height, you can swap some of the spacers for one of these caps. It has zero bearing on performance, it just looks neater.

I also love that you can genuinely go pack-less with the Stumpjumper EVO. You get a bottle cage and the EMT multi-tool included with the bike, as well as the SWAT soft flask and tool roll. I can’t think of any other brand that’s offering that kind of included accessorising with its mountain bikes.

The soft flask is dead brilliant too, and it gives you a total of 1.3L of hydration – good enough for a solid few hours of riding. I was worried things might get a bit tepid, but even while riding through the middle of a 28-degree day, the water was actually cooler inside the flask than it was in my bottle.

The contact points on this bike are absolutely dialled too. The SRL dropper post lever is light, snappy and tactile, and while the Deity grips are quite a bit fatter than I normally prefer, they offer excellent traction and vibration damping. As expected, the Specialized Bridge saddle was comfortable too.

The stock Roval wheels are a decent weight (1,947g confirmed), though the pawl-based freehub mechanism is cheap on a $9K+ bike. The 24pt engagement is also quite slow – I’d love to see a DT Swiss 350 hub with a 36pt Star Ratchet in its place.

Providing a great match for the speeds the Stumpjumper EVO is capable of, the SRAM Code RS brakes deliver lashings of power, though even more than I’m used to thanks to the sintered metallic brake pads and 200mm rotors front and rear. You normally find that combo on bikes with a battery and motor. Still, for bigger units bombing bigger mountains, you’ll be happy to know that the frame is rated for up to a 220mm rear rotor. I can actually feel the whiplash as I type that.

Flow’s Verdict

Specialized must have known it was onto something when it launched the last generation EVO, because not long after, the engineers had already begun scheming to build this bike here. The team took the same concept, broadened the size range, incorporated suspension knowledge learned from the latest Demo and Enduro, and brought a whole new level of refinement to the SWAT system and geometry adjustments. The result is a more versatile bike that is less on the fringe, and more appealing because of it.

The steeper seat tube angle and increased anti-squat levels have boosted pedalling performance over the previous Stumpjumper EVO, but it still isn’t the zippiest uphills. The sensitive suspension design and sticky front tyre temper the enthusiasm somewhat, but they’re also what makes this bike such a riot on the descents.

Despite the overall refinement, it’s still possible to engage full hooligan mode if that’s your jam. Go slack and low, and you’re basically there, albeit with more grip and bottom-out support than last time round. With the other geometry positions though, it’s possible to achieve a more balanced all-round demeanour that’ll be exactly what many Aussie trail riders and enduro racers have been looking for. If you’ve considered the current Enduro but thought 170mm travel may just be a little too much, then STEVO is the bike for you.

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Enduro/Stumpy EVO vs Slash?

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I have a 2011 Specialized Stumpjumper FSR Elite, and has served me well. Recently went to a Trek demo at my favourite local trail. Test rode the Trek Slash 8 and was totally blown away. Tons of fun. Suspension was buttery smooth, pedaling efficiency up hills was excellent (given the bike's heft), and flickability was exceptional -- that thing loved to get some air and was so confident inspiring it made me a better rider. My question is how does the Trek Slash 8 compared to Stumpjumper EVO? Specialized Enduro?  

Hi guys I was riding a 2011 stump Evo and it's a great bike very fast on the DH. Not as fun climbing but a still do all MTB. I just got a 2012 ibis HD 160 mm of travel in the rear and 170 mm in the front. The Ibis HD dose every thing better from DH to XC it's an amazing bike. I have not tried a Trek Slash.  

Let's see the 2013 Enduro! They should be updated this year!  

2012 stump evo expert and climbs awesome, every ride I do has atleast 3000ft of climbing and this bike kicks the enduro pro I had last years butt. Going down amazing also actually allot faster for me compared to enduro going both ways. Great bike here in Colorado  

rcjonessnp175 ... just curious, how tall are you and what size Stumpy EVO do you have? stem/handlebar size? i'm 5'10" and currently riding a large 2011 Stumpy FSR Elite. size feels fine, especially on climbs, but feels big for me sometimes on jumps. i'm using 60mm stem and 750mm handlebar, which has helped. think a dropper post would be a big plus too.  

My bike is medium with the stock bars and stem. Fits great I'm 5'8. One thing ive noticed is I have the seat almost all the way forward to get the riding position I like in regards to knee and pedal spindle. But that's probaly due to command post being offset to rear rather than center offset.  

I haven't rode the stumpy evo nor the slash 8, but I'll chime in with my knowledge of the bikes. First of all, the Slash is an aggressive AM bike, thats the reason it loved the DH so much better then your stumpy, which is designed for XC riding. The Slash has more travel for forgiveness and a slacker geometry for better handling at higher speeds. But will not climb as good as your stumpy for those longer climbs. Trust me, I have an Enduro and my brother has a stumpy, and when you drop the fork on the stumpy, so much easier to climb with than my Enduro. Going to come down to what you'd like to ride more, and what area you want to sacrifice while riding. If you're truly more interested in going DH more than going up, then test ride both the Enduro and the Slash and make your decision after your test rides.  

Yeah me and my brother get pretty competitive. I think it started long ago on N64 with Mario Cart, haha. Well, to not make myself sound cocky over my brother, I'm quite better than my brother. And we can swap bikes and I'll still beat him down any trail on his stumpy while he rides my Enduro. Up or down. I am in better shape but he is able to keep up pedaling up. But saying that, he just doesn't share the passion for this sport like I do, and because of that he doesn't truly strive to become better. But he still loves to ride, just doesn't take it as seriously as I do. I ride with him quite often, and am pretty lucky to have a brother to always ride with. The Stumpy is just the better climber hand down, drop the fork and with its lighter weight, that combo makes it pretty noticeable on longer climbs. But it is also the better bike on slower XC trails, where my Enduro just feels too heavy and sluggish for the terrain. But if you timed me riding both bikes on the same xc/am trail, I'm faster on my Enduro than the Stumpy. But if you timed me riding both bikes on slower xc trails, I'm faster on the stumpy. I've been debating whether to put a Van rc2 up front of my enduro, but am a little worried that the steep, tight switchbacks will kill me. Thats why I've brought the lyric coil 2 step into the equation, coil performance that you can still drop for climbs. If you decide for an AM bike, travel adjust fork is a must if you do long, steep, switchback style climbs. Let me say it is the rider that makes the difference, but the bike does help you succeed in the skill level you're at. The Stumpy is fun on XC trails and does the job perfectly, but when the speed picks up, trails get steeper and hitting jumps, the enduro is the way to go. So for your decision you really have to think what you want to ride more, and how much further are you looking at advancing our skills. If you thought the Slash was just amazing, then maybe you bought a bike below the level you are looking to ride at. Just remember, the Slash and Enduro will need a little more muscle work while climbing, but will excel going DH. Hope this helps. Any other questions, just ask away.  

I test rode a Slash 7 and I was also really impressed with the bike. I was not however impressed with the price tag. It's massively over priced. I bought a used enduro with hammerschdmit cranks(wow amazing) and X0 components for $1600 and haven't looked back. I'm lovin it. The hammerschdmit crankset is absolutely mindbogglingly awesome.  

Just picked up a 2012 Slash 8 in mint condition. Only rode it once this weekend and it was definitely a bit more difficult going up than the Camber (not the basic version - about $2800 MSRP) I test rode earlier in the summer (Stumpjumper wasn't available). However, I quickly forgot about all that coming down. I instantly fell in love with the bike. It was like it was on rails. I actually think it turned better than the Giant Glory I demoed for lift DH this summer. For me, I will happily trade off a bit on the climb for that experience going down, but it surely isn't for everyone! I'm sure people probably race the Stumpy, but I couldn't image doing that on the Slash.  

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Specialized Stumpjumper Evo Vs Trek Fuel EX test – which is the best trail bike with adjustable geometry?

• Alan Muldoon
• November 8, 2023

We put two of the most adjustable trail bikes from the biggest names in the business head to head, to see which one is the most adaptable and capable.

We all like freedom of choice, right? Whether it’s the little things in life, like a latte instead of cappuccino, or the big things like who gets to run the country. And that extends to bike geometry too. Sure there are bikes with zero adjustment that are great. But why not build in the same degree of adjustability that most brands use when developing a bike into the final product? Well, that’s exactly what the Specialized Stumpjumper Evo Elite Alloy and Trek Fuel EX 9.7 XT Gen 6 both offer.

Specialized Stumpy Evo Vs Trek Fuel EX

And it’s not just the degree of adjustability that makes this such a good head to head test. Both bikes are 29ers that are designed for aggressive trail riding, both are from the biggest brands in the bike business and both are discounted right now, which makes them really good value if you’re looking to buy one of the best mountain bikes . The Trek Fuel EX 9.7 XT Gen 6 is £4,175 and the Specialized Stumpjumper Evo Elite Alloy is £4,399.

Geometry adjustments

The Specialized Stumpjumper Evo Elite Alloy has six different baseline geometric combinations. There’s the adjustable head angle with three settings, that uses a second offset top bearing race that simply drops into the head tube. One direction for +1.25º, flip it round for -1.25º. The frame also has flip-chips in the chainstay pivots that simultaneously adjust the chainstay length and BB height, so you can change the weight distribution of the bike too.  You have long and low, or short and high, where the chainstay length changes by 5mm.

A second upper headset insert with the Stumpy Evo for adjusting the head angle by +/- 1.25º

Not to be out done, the new Trek Fuel EX 9.7 XT Gen 6 also has adjustable headset cups. But it requires a little more work than the Specialized as you have to knock the standard cups out and press in the +/-1º offset cups, which are sold separately. So not really a trail side adjustment then. But that’s not the only way to fine tune the head angle and ride quality of the Fuel EX. Mino link flip chips in the rocker link also adjust the head angle by 0.5º and change  the BB height by 8mm. So again, you have six unique geometry configurations. On paper it’s a draw, but factor in the Specialized’s more user-friendly head angle adjustment, and the ability to play with weight distribution, and it’s round one to the Stumpy Evo. 

Mino Links at the seatstay/rocker link junction of the Fuel EX offer trailside geometry adjustment

Geometry side-by-side

To bring you the the most accurate geometry, we measured the bikes in our workshop, rather than simply listing the manufacturers’ claimed geometry. Both bikes are in the stock settings so the Trek has the Mino Link in the low position with the standard headset cups. The Specialized also has the zero offset headset insert fitted, with the flip chips in the chainstays in short/high position. Both bikes were measured with our Maxxis control tyres fitted, which keeps the bottom bracket height comparable.

Frame construction and weight

While both bikes have similar degrees of adjustment, they use different frame materials. The Trek Fuel EX at our chosen price point is a full carbon frame construction, including the rocker link, and the complete bike weighs 15.52kg (34.22lb). At this level the Specialized frame is a full aluminium construction, and the weight of the bike creeps up to 15.99kg (35.25lb).

Sharp lines of the full carbon frame make the Trek Fuel EX 9.7 Gen 6 eye catching

Suspension design and travel

The Stumpy Evo uses Specialized’s signature four-bar design and a Fox Float X Factory shock to deliver 150mm rear travel. Paired to the frame is a four-way adjustable 160mm Fox 36 Factory fork. That’s 10mm more travel front and rear than the Trek Fuel EX. The Fuel EX also uses Fox suspension components, but you get a less sophisticated 36 Rhythm fork and Performance level Float X shock. That’s the price you play for having a lighter carbon frame, right?

Specialized takes a unique approach by up-speccing the alloy Stumpy Evo frame with Fox Factory suspension

Integrated down tube storage

If you want to ride without a pack, but don’t want to risk getting stranded in the back of beyond without any tools or food, then you’ll be pleased to know that both bikes get integrated down tube storage. Specialized’s SWAT door is substantially bigger than Trek’s BITS internal storage though, which makes it that much easier to fish a snack, or tool, out of the frame.

The original and still the best: Specialized’s SWAT door in the down tube lets you carry essentials in the bike, rather than on your back

Drivetrain: SRAM Vs Shimano

There are differences in the drivetrains too. Specialized is firmly in the SRAM camp with a 12-speed GX Eagle transmission. Where the shifter pod and OneUp dropper remote integrate perfectly with the Matchmaker camps on the SRAM Code RS brakes. 

SRAM’s GX mechanical drivetrain is still the benchmark for shifting performance

Trek has gone with a Shimano drivetrain. In this instance a headline grabbing XT derailleur and 12-speed SLX shifter and 10-51t cassette. Both drivetrains are mechanical, which helps stop the price of the bikes getting out of hand. And while we could not get the Shimano shifter to marry perfectly with the SRAM DB8 brake lever clamp, the brakes on the Fuel EX are actually first rate. 

We’ve been super impressed by the light lever action and ample stopping power of the SRAM DB8 4-piston brakes

Performance

In terms of the suspension response, the Trek felt balanced front and rear, as both felt open and free. But that meant rapid changes in the pitch of the terrain or sudden direction changes caused the bike to seesaw a little too much. Which is why we ended up running the fork and shock harder than ideal. With more adjustable dampers, say Fox Performance Elite, we could have wound on low-speed compression damping and restored stability that way.  The only way you going to get that on the Fuel EX though, is by spending more money.  Which is why we’d like to see Trek offer a higher specced alloy bike at the same price, even if it meant that would be a little heavier.

The Trek Fuel Ex 9.7 Gen 6 takes flight. But we’d like to see a better fork, or one with more damping adjustment, to really take it to the next level

For maximum performance and tunability then, you need adjustable geometry and adjustable damping. And the Specialized Stumpy Evo Elite Alloy has both in spades. And even if you’re not into tweaking settings, geometry and weight distribution, the baseline settings on the Stumpy Evo will get you 90% of the way there. For riders looking for that final 10% though, the Stumpy Evo Alloy won’t disappoint. Stretch it out for maximum speed and composure, or tighten up the angles and proportions to make it more playful and nimble, the choice is yours. Factor in all the adjustability of the Fox Factory suspension and it’s a tweaker’s paradise. Never before has this level of performance and adjustability been available at such a competitive price. Which makes the Specialized Stumpy Evo Elite Alloy the bike of choice for the discerning trail rider that wants maximum performance. 

The Specialized Stumpy Evo Alloy Elite is the ultimate all-rounder. There’s nothing this bike can’t do well

Having adjustable geometry on a trail bike is really useful. In fact, we’d argue that it’s of most use on a trail bike, simply because trail riding means different things to different people.  Love techy, rocky climbs and need lots of pedal clearance? Stick the BB height adjustment in the high position and keep those cranks spinning. Live for the descents and suffer fire road climbs just to get to the fun stuff? You’ll probably want the slackest head tube insert to stretch out the front centre and slacken the head angle for maximum stability at speed. 

With adjustable geometry and adjustable suspension components, the Specialized Stumpy Evo Alloy Elite is the Swiss Army knife of trail bikes

The pricing and intended use are both of these bikes are really close, but there are distinct differences in approach. Trek has splashed out on a lighter full carbon frame, and has had to fit Fox Performance level suspension to bring the Fuel EX in on budget. Specialized has done the opposite. Opting instead for an alloy frame and then ploughing the associated cost savings straight back into Fox Factory level suspension components, which in this instance, has clearly paid off.

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.

Stumpjumper EVO Comp

(descending)

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