First Ride: 2020 Specialized Epic HT - The World's Lightest Production Hardtail
For 2020, Specialized have given their World Cup XC race hardtail, the Epic, a makeover. With a frame-only weight of 790 grams (including paint) for a size medium, Specialized claim it's the lightest production hardtail frame in existence. The new Epic is designed to be more capable and comfortable than the previous model, and while the bike was designed with the fastest racers in mind, it has handling that non-superhuman riders will be able to appreciate.
The Epic HT is available in seven different models, as well as a frame-only for the top of the line S-Works option. Prices start at $2,110 USD for the Carbon 29 model and rocket all the way up to $9,510 for the top of the line SRAM AXS equipped S-Works model shown here.
The Epic HT is available in seven different models, as well as a frame-only for the top of the line S-Works option. Prices start at $2,110 USD for the Carbon 29 model and rocket all the way up to $9,510 for the top of the line SRAM AXS equipped S-Works model shown here.
Epic HT Details
• Intended use: XC race
• Wheel size: 29"
• Boost 12x148
• Full carbon frame
• Two water bottle mounts
• Size: S through XL
• Weight: 19.0 lb / 8.6 kg
Frame weight: 790 g / 1.74 lb (size M)
• Complete price: $2,110 - $9,510 USD / S-Works frame only: $2,500
• www.specialized.com
• Intended use: XC race
• Wheel size: 29"
• Boost 12x148
• Full carbon frame
• Two water bottle mounts
• Size: S through XL
• Weight: 19.0 lb / 8.6 kg
Frame weight: 790 g / 1.74 lb (size M)
• Complete price: $2,110 - $9,510 USD / S-Works frame only: $2,500
• www.specialized.com
Considerations were taken throughout the construction of the carbon frame by the design team at Specialized in order to take what they had with the previous Epic HT and optimize it even more for modern riding. The first and foremost consideration was to make the bike comfortable and compliant in order to deal with the increasingly technical World Cup racecourses. Weight was obviously a consideration, but it wasn't the number one priority.
What they ended up with was a bike that, from their testing, was not only better riding, but also a lot lighter - the S-Works frame weight came in at around 790g (1.74lb) for a size medium. That number is actually higher than what the frames that were on hand for the launch weighed in at - they were around 775 grams - but it's always better for a frame to weigh less than advertised rather than more.
Frame Details
There are a number of updates to the frame for the new Epic HT. The dropouts are smaller and the seat stays are more narrow than the previous version. There's an increased amount of tire clearance, and the frame itself has a few more curves in it in order to save weight and meet Specialized's performance goals. It now comes with a 42mm offset fork, compared to the 51mm offset that was spec'd before.
The seat tube sizes up from 27.2mm to 30.9mm. While this goes a bit against conventional thinking, Specialized's team claims that it's more compliant than the 27.2 version thanks to the new shape of the tube and the smaller seat stays. Additionally, it allows much more compatibility with a wide range of dropper seatposts. The frame is now 1x only. This allows for more tire clearance and allowed the design team to remove some carbon in areas it wasn't needed on the frame, further lightening things.
With the frame overall, there was a fresh look at how the carbon was laid up and the bike was optimized to save weight in any way possible while still meeting the strength, stiffness, and compliance goals of the team. The carbon layup is different depending on the frame size in order to match the stiffness to the anticipated rider size - Specialized call this their 'Rider-First' tune.
The 30.9mm seat tube diameter opens the door to more dropper post options.
The threaded bottom bracket not only allows for easier servicing, but the carbon layup around the junction is lighter.
Geometry
Modernizing the Epic HT's geometry was also an important part of the design process. The reach increased across the board, with a size medium measuring 430mm, a large 455mm, and an XL 480mm. Those numbers aren't quite as long as what you'd see on a modern trail or enduro bike, but remember, the Epic HT is designed to be used with a 60-75mm long stem.
The headtube angle is 1.2-degrees slacker than before and now sits at 68.5-degrees. The seat tube angle stays the same at 74-degrees, and the chainstays measure 430mm.
The bottom bracket drops a couple of millimeters to keep the bike at the same level with the larger volume tires it is now spec'd with (there's room for 2.3" - 2.4" tires with room to spare).
Mike Kazimer and I have both spent some time on the new Epic HT. I've ridden it in Western North Carolina around my home in prime summer conditions, and he's spent time on it in California at Northstar Resort. These days, both of us spend most of our time on full-suspension bikes, and for good reason, but there's something to be said about the skills sharpening that occurs after spending time on a hardtail.
The Epic HT is no doubt made to climb. The S-Works frame is noticeably stiff and the transfer of power to the ground is solid, which is especially impressive given its super lightweight. The bike urges you to go faster and drop down a gear or two from what you may normally ride, especially if you're used to pedaling around a full suspension bike.
When pedaling over slightly rough terrain while seated the frame feels comfortable and does an admirable job (for a hardtail) of muting small bumps and trail chatter. It's flex-free while pedaling, but there's enough frame compliance to prevent your fillings from rattling out when you go blazing into a rocky section of trail. After several hours in the saddle, that little bit of give built into the frame and seatpost adds up.
While the RockShox SID Ultimate fork does have Specialized's Brain system in it, I found it unnecessary to use it most of the time, no matter if I was climbing or descending and typically ran it wide open. There are no doubt rides it could prove beneficial for, like the Leadville 100 that I'm going to give a go (on the Epic) this coming weekend, but for most of my riding around home, there's no need for it.
I've been enjoying my time on the Epic HT more than I'd expected. Sure, I'd love to add a dropper post on it, but I've been doing the 'Pisgah high-post' for the last couple weeks with little to no issues on many trails that will choke up full suspension bikes. The Epic is balanced while descending and shockingly quick. The progressive geometry of the bike makes it easy to stay centered and carry speed in smooth as well as rough and technical terrain. Of course, every once in a while I'll get a jarring reminder that there isn't any rear travel, but for a 19-pound, World Cup race machine, the new Epic HT is a surprisingly well-rounded speed demon.
I'll have more thoughts on the Epic HT in the coming weeks. I'll be spending the better part of a day on it racing the Leadville 100 this weekend in Colorado and may even find a dropper post for it after that's wrapped up.
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...but so much winning.
Probably someone has a better understanding of their 'hydroformed E5 aluminum' technology, and OSBB; and how it could be applied to MTB.
Why did Sagan race an alloy Specialized Allez Sprint Disc road bike Down Under?
Specialized OSBB explained
That said, I would prefer a threaded bottom bracket like that specialised has any day if the weight is the same.
All I know it's easier to maintain and it's more reliable.
It's just that the same old "found the dentist" trope is long tired and lacks creativity.
@Deeber: Keep digging. It's going well so far.
I didn't understand this in college (I always looked for the best intersection of cheap and a good value), but people enjoy having nice things. If you work hard all week, its nice to have something nice, esp. if you use it everyday. Its not just the uber rich, but normal people.
That being said, if you are budgeting $10k for an XC bike I would say you could find an equally fast and nice bike for a lot less and have money for other nice things too.
This Epic's frame weight is hangin in out in the same weight category as some very light weight road bike frames.... Im impressed but also a slight skeptic of the durability of a frame like this.
Either way, well done Specialized.
Why not design it around a 50 mm stem and lengthen the reach by 10-15 mm?
You do realize that in next iteration the seat angle will be half of a degree steeper, head angles will be half of a degree slacker, reach will be 1cm longer and stem will be 1cm shorter?
You do realize that if current spark would be released in such geo in 2010 people would say 68HA is too slack for climbing?
If you want to see a good XC geo look at UNNO. Take the wheels and cockpit from Top Fuel and install them on Fuel EX and you will see that Fuel EX handles better on climbs.
I'm as much a roadie as I am a MTBer and have been racing road, XC and marathon but I don't see any valid reason besides tradition to think that a longer stem and a shorter top tube helps climbing.
I've long understood that roadies and XC racers (they are pretty much the same really) love traditions and urban myths and don't really rely on science to make choices. They act pretty much like religious people.
@Ttimer you are naive, I am sorry to say that... top racers use taping, some use cupping, magic aluminium bricks and of all, Nino was racing a bloody 27,5” bike for 3 years
Your argument pretty much amounts to "all racers and their staff are stupid because some of them do things that might not work", which is a silly thing to say about an entire profession.
Reminds me of all the armchair coaches who think they know best how to coach or play at world class football.
No this is what you read from what I wrote. XC racing is a very broad term and by average XC racers of all kinds follow what industry throws at them. If setups of many pro racers are awkward, imagine what happens further down the food chain and further away from XC World Cup towards XC Marathon. I don’t really need to say much more, history will prove opinions/ observations on the XC bike setups like mine, to be right. I formed it among other things based on what Cesar Rojo said about designing UNNO XC bikes. Scott Spark whoch would be outrageous even by 2010 standards, is only another big milestone. In not too distant future, like 2025 XC racing bikes (not Marathon bikes), will all sport 67 head angles, 75-76 seat angles, 440 stays and reaches working with those seat angles and 40-50 stems. And dropper posts.
From 1999 when I started riding, XC racers have unwillingly adapted obvious improvements (in more or less chronological order with “will never catch up because:” ):
Disc brakes (too heavy)
Full Suspension (eats energy due to bobbing, too heavy)
Wide bars (will hit trees and heavier)
No bar ends (how am I suppose to do steep climbs now)
Wide tires and lower pressures (roll slower, heavy)
29” wheels (too heavy, cockpit too tall)
Double ring (not enough range)
Single ring setup (not enough range, Nino champ 3 years in a row on 10-42)
Knobby tires (roll slow, heavier)
We are in slacker and longer geometries / dropper posts phase now
Meanwhile XC enthusiasts wonder whether they should get electronic shifting...
What Enduro/DH riders had “it will never catch up” problems with: carbon frames , 29” wheels.
I used to submit to half of these opinions, but I learned from History...
Just a cursory search turned up this:
www.slideshare.net/OmarGatti/introduction-to-cycling-biomechanics
And I know a guy, Lee McCormack. You: Italian roadie nobody has ever heard of.
I would hope it climbs well, its a f*cking hard tail.
A light XC bike is a hard drug everybody should try.
It’s the rider’s body that provides this compliance.
www.stoll-bikes.ch/english/bikes
However, who would buy an hardtail for this price? even if it weigh 8 kilos or anything.
If we had to choose between buying this bike or a mid-range full suspension for like 3000$ which would ride better in most terrain (might not be as responsive on smooth terrain tho), we'd obviously buy the full-sus. I find it pointless to sell to the publics such bikes. Do they even get sold?
Go up a gear or two instead?
my 2012 cannondale ultimate was 18lbs soaking wet.
Unno Bikes says their frame is lighter than this one. Is there rectification in order if this is true?
And doing further research takes time and energy.
It's like that "progressive riders" on the Giro Tyrant review and other non-senses from the marketing departments.
The thing is I see a lot of articles here on pinkbike that just copy / paste media kits. You should be a bit better than that. This is not limited to you, most major printed mags and online websites do the same.
The world works because companies produce things. Producing a product or a handful of products does not equal a "production" product. If you can walk into a store and buy it off of a shelf or order it from a company that stocks inventory, it's a production product.
Either way, both frames are impressively light, but I'm comfortable giving the 'world's lightest production frame' title to Specialized in this case.