Custom Specialized S-Works Enduro Carbon - Preview
2010 Specialized Enduro S-Works
Our custom S-Works Enduro ready for action
The idea of the all-mountain bike has caught on like gangbusters over the past few years and the category has been refined so much that it is truly amazing what a rider can get away with aboard some of the latest mid-travel machines, and have more fun doing it. I've had the chance to ride a number of different do-it-all steeds throughout the last couple of seasons and have always come away impressed with what was possible on a properly spec'd bike, which got me thinking about how I would put together the ideal bike for my ideal ride. After throwing some ideas around the office, it seemed we all were looking for the same thing: lighter, slacker, more forgiving, all while being more capable no matter the terrain or which direction you were going. Enter from stage left our latest test bike, the Specialized Enduro S-Works.
The smooth carbon lines nearly hide the tapered head tube...
The Enduro S-Works frame is stunning in person. The carbon front triangles, immense tubes and smooth lines bely it's light weight. One expects such a large object to require some effort to hoist, but at only 5 lbs 10 oz there isn't that much there to lift. While there are a few frames to choose from that close in on the Enduro's travel/weight ratio, it's the Specialized's angles that get me excited. Most frames this light, even with similar travel, are distinctly steeper. Bike manufacturers have been forcing us to choose between travel and geometry for years, forcing those who wanted a mid travel machine to ride steeper bikes than a lot would prefer. The Enduro is a 6" travel platform with a 66.5 degree head angle (slightly slacker than the '09's 67 degrees) that should be a confidence inspiring package under the right sort of rider. While only half a degree more relaxed than some of the competition, it can make all the difference. Tyler had a chance earlier this season to jump aboard the new mid and long travel bikes from Specialized so I was looking forward to spending some time on the Enduro myself.
...But it's a bit more obvious from this angle
For 2010 Specialized has revised their entire Enduro lineup, keeping their proven Horst Link suspension but with a slightly differing lay out. Gone is the '09's vertical shock mounting, replaced by a damper that is in line with the bike's top tube. A diminutive swing link activates the Fox RP23 and controls the leverage, while a clever two piece coupling replaces the sometimes troublesome rearmost DU bushing on the damper with two sealed bearings. Say goodbye to perpetually worn out and knocking bushings, with the added benefit of suspension that should be slightly freer moving.
Where the action happens, controlled via a Fox RP23
• Carbon front triangle, aluminum rear end
• 6" of travel via a Fox RP23 w/ Boost Valve
• Tapered head tube accepts both standard 1.125 and tapered steerer tubes
• Removable ISCG adapter for guides or HammerSchmidt use
• Built in cable routing for remote controlled adjustable post
• Frame weight of 5 lb. 10 oz
• Frame kit USD $2800 msrp
The Enduro's pivot hardware is quite nice
Geometry for a medium Specialized Enduro
| Head angle | 66.5 |
| EFF Seat Angle | 75 |
| EFF Top Tube | 562 mm |
| Chainstay | 419 mm |
| Bottom Bracket | 350 mm |
| Wheelbase | 1151 mm |
| Actual Frame Size (seatube length) | 444 mm |
| Standover | 761 mm |
Reach: 431 mm
Stack: 587 mm
Want to know what the reach and stack measurements mean?
Specialized offers the Enduro in four sizes. Available are small, medium, large, and extra-large sizes. Have a look at their geometry chart to see which would suit you best!
Sagotron: here to make setting sag even easier, for those who don't understand an O-ring
The aluminum shock bolt threads into a replaceable aluminum insert on the opposite side
The Fox RP23 has 3 different levels of ProPedal available
| Frame and Size | Specialized S-Works Enduro, carbon fiber •medium Frame |
| Rear Shock | Fox RP23 |
| Fork | Fox 36 Float RC2 •160 mm travel |
| Headset | Cane Creek |
| Crankarms | Truvativ Hammerschmidt, 170 mm |
| Chainring | Truvativ Hammerschmidt, 22t |
| Bottom Bracket | Truvativ Hammerschmidt AM |
| Pedals | Wellgo MG1 |
| Chain | Wipperman 904 |
| Cassette | SRAM PG990 11-34 |
| Rear Derailleur | SRAM X9, short cage |
| Shifters | SRAM X0, Hammerschmidt |
| Handlebar | Truvativ Stylo WC |
| Stem | Thomson, 50 mm |
| Grips | ODI Ruffian |
| Brakes | Avid Elixir's, 7" front/6" rear |
| Front Wheel | Specialized Roval Traverse EL, 20 mm |
| Rear Wheel | Specialized Roval Traverse EL |
| Tires | Front, Kenda Excavator 2.35 folding •Rear, Kenda KOT 2.35 folding |
| Saddle | Fizik Aliante |
| Seatpost | Specialized Command Post (4" drop) w/ remote |
A threaded aluminum insert is used at the BB shell
While this will primarily be a test of the Specialized's Enduro S-Works frame, we obviously took the opportunity to throw some premium AM oriented parts at it. I had a goal in my head of assembling a sub 30 lb. bike with 6" of quality travel while still taking advantage of Truvativ's HammerSchmidt crankset and a remotely operated Command Post adjustable height seatpost. Both of these additions to the build should add some great benefits (and maybe drawbacks - we'll see in the review) to the overall "trail-ability" of the entire package. Keeping the weight down is Specialized's own Roval Traverse EL wheelset, a light AM option that fits in perfectly with the Enduro's intention. Have a look at our Traverse preview. So did we manage to hit our target weight, or maybe even come in well under it? You'll have to wait for the full test to find out!
Continuing with the robot trend, here is the Adaptatron, which allows you to use a guide or HammerSchmidt
The Adaptatron fits snugly onto splines around the BB shell
The Specialized Enduro lineup spans four bikes (two carbon and two aluminum models) that all use a front derailleur combined with two rings and a bash guard for protection and security, but the designers of the Enduro know full well that some users may want to bolt on a single ring and guide, or even a HammerSchmidt crank system. The two aluminum Enduros come equipped with built in ISCG tabs, but the carbon Enduro required a more cunning approach to the problem, one that wouldn't rotate under the H/S system's torque. The answer is the Adaptatron, an aluminum adapter that mates snugly onto the splined surface around the drive side bottom bracket shell. While not the first company to use a system like this, it is clean and simple nonetheless.
A bonded aluminum shim prevents damage to the carbon from the seat collar
Specialized Command Post
With bikes like this capable machine, among many others, it is pretty easy to get a smug grim on your face and forget that it was not that long ago that we were happily installing foot long purple stems (to match our purple seatposts, naturally) on our bikes, blissfully unaware of the horrible consequences to the handling of an already skittish bike. My, how times have changed! Today a rider is able to pick from a field of bikes that are all designed to do the same task, albeit with slight deviations that may let said bike excel over another on your local mountain. We are both blessed and cursed to be able to chose the exact tool for the job, sometimes it can be overwhelming but it's nice to have the opportunity to make that choice. This particular machine is a perfect example of that. Lighter, slacker, and hopefully even more capable than it looks.
Stay tuned for the full test in the near future!
Specialized.com
Mike Levy
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As blackdot posted, PLEASE beat the crap out of one of these and really try it at everything us normal aggressive riders do (xc, rocks, drops, jumps, etc...)to their all mtn. rigs. If its such a quiver killer it should be able to take it. Too many supposed all mtn. machines I see tested on xc only trails, that doesn't cut it for the rest of us. You guys are in the NW, c'mon ... show it some real love!!
love the fact that they offer/use ISCG adapters!!
but that thing is gonna be expensive 4 sure !
to make it more reliable.
I have to disagree a bit with that =) I have had lots of saddle time on both coil and air sprung 5-6" bikes and I'm of the opinion that there is a lot more to it than if it is spec'd w/ one or the other. One of the most disappointing bikes (suspension wise) that I spent a lot of time on was a coil sprung Prophet. The bike's rate (which was falling), combined with a coil shock w/ stock tuning was a nightmare when pushed real hard. On the other end of the scale is the Trek Remedy which I tested early this season. Six inches of travel with a wee little RP2 that absolutely killed in everywhere. From simple trail to techy gnar, to senders that I should not have done on that bike, that was one of the most confidence inspiring bikes I've ever been on.... DH bikes included. A well thought suspension design that is combined with a damper for that particular job, throw in some killer geo, and you should have a winner. Air shocks be damned!
I have a handful of rides on the Speshy so far, I'm impressed but I'm still tinkering w/ dials and pressures for now.
The only way to go wrong with an air shock is to put it into some older frames multilinkage frames like pre 2009 Nomad, where the shock rate curve goes down&up like a maniac. Most of the new bikes are have more linear rate and they work well with air shocks.
Dave,
It sounds like you've had some bad times with air shocks, sorry to hear that! I've actually had the opposite experience regarding coil and air dampers so I have a hard time simply blaming it on what sort of spring they use, there are simply sometimes duds from both. A coil and air sprung shock can actually use the same damping, its just the spring that is different, so one should not be more prone to "blowing" at all.
Now as long as you have a frame "compatible" with air shocks (so it's quite linear) then comparing to coils, you loose a tiny bit of downhill performance (airs dive too easily into mid travel, but again - U can get used to it) The tuning possibility of air exceeds coils pretty much.
I wish my Nomad was compatible with air shocks, unfortunately I am forced to use coil. With the dampers I see no probs, it's a pity though that all companies struggle with bringing a lightweight, RELIABLE air sprung with travel adjust.
Nice bike but mega bucks, personally I would but the Al version and save a load of cash, spend a few quid on some decent forks and get a heck of a good bike :oD
It's nice to have such a low weight but on technical climbs it's quite annoying with such a slack head angle to be forced to concentrate and plan every move 10 meters ahead so you just don't fall over to the side with your bike (especially when your heartrate goes over 190)
Great bike i love the thing but only problem i have with it is that unless you can afford it then its out of your reach sadly.
crazy, crazy long.
i'd need a large, only the cranks and handlebars would be in different time zones.
Speccy make some very nice bikes, but they're always about an inch too long.
Chornbeak: SX Trail is indeed short as hell.
I think you and me are on the same page! I have an older Balfa DH bike in the shop right now and sitting the Enduro up next to it reveals that the Specialized is actually slacker...
I'd personally love to see a AM bike w/ a 64-65 degree head angle, then I might take advantage of a travel adjust fork to steepen it a few degrees for the climbing. Right now at 66-67 I can't justify a Talas-type fork on it.
On the other hand 69 is just... you ride barely 20k's per hour and you feel like warp5 with the bike eagerly pointing you to every single tree on the side of the trail. It's all skills says my very good DH racing friend - well I have a job, marriage and 3 hours a week to enjoy my ride, I'm not against through PAIN to glory, but demn! bikes are supposed to be fun
I have my SC Nomad at around 66 with 66SL from 2006 (what a coincidence
I hope RS will make 125/170 Uturn Lyrik with motion control DH for 2011
My suggestion is to go for a fork with a reliable travel adjust (what I see as marzocchi ETA, RS Uturn/Uturn air. (with all the respect but TALAS and even worse-> 2step have bad time with brake bumps in bike parks)
Cheers!
Having used both companies posts I can assure you they are very different to one another. Just because they look similar on the outside does not mean that they are mechanically similar. The Joplin uses a hydraulic oil system to hold it place and air for the "spring", the Command Post uses a mechanical collet to hold it in place combined with an air spring. The Joplin has 3" of total drop with the ability to stop it at any point in its travel, the Command Post has 4" total drop with a midway cruiser position that is set.
I'm not sure how you could think that Specialized "ripped-off" the Joplin's design, do some homework and look into it first. Again, similar on the outside, very different on the inside.
How much will it cost me?
Adrian
Should they have just stopped making changes and designing new bikes a decade ago? I mean, things were pretty dialed back then and those bikes could easily compare to current models.... right?