Review: 2021 Vitus Escarpe 29 CRX - Reasonably Priced & Ready to Rip
Vitus gave their Escarpe trail bike a complete revision for 2021, and it emerged with updated geometry, a carbon front triangle, and a look that's much more modern. There are 29” and 27.5” versions, both with 140mm of travel and a 150mm fork.
Even with the switch to a partly carbon frame, the Escarpe remains very reasonably priced thanks in part to Vitus' consumer-direct sales model. The top of the line CRX model reviewed here retails for $4,200 USD, a price that gets you a Factory-level Fox 36 fork and DPS shock, Shimano XT 12-speed drivetrain and brakes, DT Swiss XM1700 wheels, and a Maxxis Assegai / Dissector tire combo.
Even with the switch to a partly carbon frame, the Escarpe remains very reasonably priced thanks in part to Vitus' consumer-direct sales model. The top of the line CRX model reviewed here retails for $4,200 USD, a price that gets you a Factory-level Fox 36 fork and DPS shock, Shimano XT 12-speed drivetrain and brakes, DT Swiss XM1700 wheels, and a Maxxis Assegai / Dissector tire combo.
Escarpe 29 CRX Details
• Wheel size: 29"
• Carbon front triangle, aluminum swingarm
• Travel: 140mm (r) / 150mm fork
• 65-degree head angle
• 440mm chainstays
• Weight: 32.6 lb / 14.1 kg (size L)
• Sizes: S-XL
• Price: $4,200 USD
• vitusbikes.com
• Wheel size: 29"
• Carbon front triangle, aluminum swingarm
• Travel: 140mm (r) / 150mm fork
• 65-degree head angle
• 440mm chainstays
• Weight: 32.6 lb / 14.1 kg (size L)
• Sizes: S-XL
• Price: $4,200 USD
• vitusbikes.com
There are two other models in the lineup, with prices starting at $2,500 USD.
 | I know I've been using terms like mild-mannered, neutral, and easygoing to describe the Escarpe, but don't mistake those phrases as synonyms for boring. In fact, effortless handling is a big part of what makes the Escarpe so much fun to ride... |
Construction and Features
The Escarpe may have been designed with a focus on value, but there's nothing about the frame design that screams “budget.” Even the sparkly, bass boat black paint job wouldn't be out of place on a custom painted frame. The front triangle is carbon, and the rocker link, chainstays, and seatstays are aluminum.
The rear shock is now fixed to a brace that runs between the seat and downtube, instead of the floating design that was used before. The switch was done to improve the bike's kinematics, but one of the additional benefits of this design is that there's no pocket for water and mud to collect in, which came in handy given how many sloppy rides I headed out on with the Escarpe. A flip-chip at the lower shock mount allows the head angle to be steepened by .5-degrees and the bottom bracket to be raised by 6mm.
![Vitus Escarpe 2021 review]()
![Vitus Escarpe 2021 review]()
Other details include plenty of room for a water bottle inside the front triangle, clearance for 2.5” rear tires on the 29” frames and 2.6” tires on the 27.5” frames, a threaded bottom bracket, ISCG 05 tabs, and downtube and chainstay protection. There's also effective downtube and chainstay protection.
![Vitus Escarpe 2021 review]()
![Vitus Escarpe 2021 review]()
![2021 Vitus Sommet and Escarpe]()
The Escarpe may have been designed with a focus on value, but there's nothing about the frame design that screams “budget.” Even the sparkly, bass boat black paint job wouldn't be out of place on a custom painted frame. The front triangle is carbon, and the rocker link, chainstays, and seatstays are aluminum.
The rear shock is now fixed to a brace that runs between the seat and downtube, instead of the floating design that was used before. The switch was done to improve the bike's kinematics, but one of the additional benefits of this design is that there's no pocket for water and mud to collect in, which came in handy given how many sloppy rides I headed out on with the Escarpe. A flip-chip at the lower shock mount allows the head angle to be steepened by .5-degrees and the bottom bracket to be raised by 6mm.
The floating shock design is gone, and the new layout has it fixed to a brace between the seat- and downtubes.
There's plenty of clearance for up to a 2.5" rear tire.
Other details include plenty of room for a water bottle inside the front triangle, clearance for 2.5” rear tires on the 29” frames and 2.6” tires on the 27.5” frames, a threaded bottom bracket, ISCG 05 tabs, and downtube and chainstay protection. There's also effective downtube and chainstay protection.
The brake and derailleur housing is routed internally through the front triangle, but then it runs externally underneath the bottom bracket.
The Escarpe has 12 x 148mm rear axle spacing, and a bolt-on thru-axle.
Geometry & Sizing
The Escarpe and the longer travel Sommet both use the same front triangle, which is a fairly common tactic, although it does usually involve some compromise in the geometry department. In this case, I'd say the Escarpe gets the better end of the deal, with a slightly longer reach, steeper seat tube angle, and more bottom bracket drop than the Sommet.
Key numbers include a 65-degree head angle, a 478mm reach for a size large, 440mm chainstays for all sizes, and a 77.5-degree seat tube angle.
![Vitus Escarpe 2021 review]()
The Escarpe and the longer travel Sommet both use the same front triangle, which is a fairly common tactic, although it does usually involve some compromise in the geometry department. In this case, I'd say the Escarpe gets the better end of the deal, with a slightly longer reach, steeper seat tube angle, and more bottom bracket drop than the Sommet.
Key numbers include a 65-degree head angle, a 478mm reach for a size large, 440mm chainstays for all sizes, and a 77.5-degree seat tube angle.
Suspension Design
The Escarpe uses a Horst Link suspension layout, with a 205 x 65mm shock delivering 140mm of travel. The leverage curve it follows is free of any strange dips or lumps, and it has 25-percent progression.
Anti-squat sits around 100% at sag and decreases as the bike goes through its travel.
| Specifications | ||
| Price | $4200 | |
| Travel | 140mm | |
| Rear Shock | Fox Float DPS Factory, 205mm x 65mm | |
| Fork | FOX 36 Float Factory Series 29, 150mm | |
| Headset | Acros AZX-212-CO R5 | |
| Cassette | Shimano XT 10-51T 12 Speed | |
| Crankarms | Shimano XT, 30-tooth chainring, 170mm | |
| Rear Derailleur | Shimano XT 12-speed | |
| Chain | Shimano XT | |
| Shifter Pods | Shimano XT 12-speed | |
| Handlebar | Nukeproof Horizon riser, (760mm S / M, 780mm L / XL) | |
| Stem | Nukeproof Horizon, 45mm | |
| Grips | Vitus lock on | |
| Brakes | Shimano XT MT8120 | |
| Wheelset | DT Swiss XM1700 | |
| Tires | Maxxis Assegai 2.5" EXO / Maxxis Dissector 2.4" EXO+ | |
| Seat | Nukeproof Neutron | |
| Seatpost | Brand-X Ascend dropper | |
Test Bike Setup
Setting up the Escarpe didn't require anything out of the ordinary – the handlebar was already at my preferred 780mm width, and the 45mm stem was an appropriate length.
This is the fourth or fifth bike that I've tested in the last year with the new 36, which meant setup was quick and easy. I ran 82 psi with 1 volume spacer for my 160lb weight. From closed, my clicks on the 36 were: LSC: 7, HSC: 5, LSR: 6, HSR: 4.
I inflated the Fox DPS shock to 170 psi, which gave me 27% sag. The Assegai / Dissector tires were aired up to 21 and 23 psi respectively, pressures that worked well for the wetter conditions that prevailed during testing.
On that topic, testing took place during the darkest and wettest time of year here in Bellingham, Washington. Trail conditions ranged from damp to deep mud, with just a handful of partly sunny rides thrown in the mix.
Setting up the Escarpe didn't require anything out of the ordinary – the handlebar was already at my preferred 780mm width, and the 45mm stem was an appropriate length.
This is the fourth or fifth bike that I've tested in the last year with the new 36, which meant setup was quick and easy. I ran 82 psi with 1 volume spacer for my 160lb weight. From closed, my clicks on the 36 were: LSC: 7, HSC: 5, LSR: 6, HSR: 4.
I inflated the Fox DPS shock to 170 psi, which gave me 27% sag. The Assegai / Dissector tires were aired up to 21 and 23 psi respectively, pressures that worked well for the wetter conditions that prevailed during testing.
On that topic, testing took place during the darkest and wettest time of year here in Bellingham, Washington. Trail conditions ranged from damp to deep mud, with just a handful of partly sunny rides thrown in the mix.
Mike Kazimer
Location: Bellingham, WA, USA
Age: 38
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Location: Bellingham, WA, USA
Age: 38
Height: 5'11" / 180cm
Inseam: 33" / 84cm
Weight: 160 lbs / 72.6 kg
Industry affiliations / sponsors: None
Instagram: @mikekazimer
Climbing
I try to temper my curiosity about a bike's weight until I have at least a few rides under my belt. That way my ride impressions aren't swayed by knowing that a bike's heavier (or lighter) than expected. When I did finally toss the Escarpe on the scale, I was surprised that it clocked in at 32.6 pounds – I would have guessed it was at least a pound or two lighter based on the ease with which it dealt with long climbs.
That Dissector rear tire probably helped a little, combined with the fact that I'd also been testing a bunch of longer and slacker bikes at the same time, but whatever the case may be, this has been the bike I’ve been grabbing lately for those long (ok, sort of long - the sun goes down at 3:30pm these days) rides that include a little bit of everything.
It's a mild-mannered ascender, with a comfortable, balanced climbing position thanks in part to the relatively steep 77.5-degree seat tube angle. The other geometry figures work together to make sure the Escarpe never felt like too much of a handful, even on awkward sections of trail that don't totally make sense the first attempt or three.
I preferred to run the DPS shock in the middle compression setting for the majority of my riding time. That position delivered enough support to prevent any unwanted bobbing when mashing the pedals up steep logging roads, without sacrificing grip for more technical climbs. Even in the fully open position, the shock remains fairly calm, and while it will bob a little if you pedal squares, the overall performance is right in line with how a modern Horst link layout should perform.
![Vitus Escarpe 2021 review]()
I try to temper my curiosity about a bike's weight until I have at least a few rides under my belt. That way my ride impressions aren't swayed by knowing that a bike's heavier (or lighter) than expected. When I did finally toss the Escarpe on the scale, I was surprised that it clocked in at 32.6 pounds – I would have guessed it was at least a pound or two lighter based on the ease with which it dealt with long climbs.
That Dissector rear tire probably helped a little, combined with the fact that I'd also been testing a bunch of longer and slacker bikes at the same time, but whatever the case may be, this has been the bike I’ve been grabbing lately for those long (ok, sort of long - the sun goes down at 3:30pm these days) rides that include a little bit of everything.
It's a mild-mannered ascender, with a comfortable, balanced climbing position thanks in part to the relatively steep 77.5-degree seat tube angle. The other geometry figures work together to make sure the Escarpe never felt like too much of a handful, even on awkward sections of trail that don't totally make sense the first attempt or three.
I preferred to run the DPS shock in the middle compression setting for the majority of my riding time. That position delivered enough support to prevent any unwanted bobbing when mashing the pedals up steep logging roads, without sacrificing grip for more technical climbs. Even in the fully open position, the shock remains fairly calm, and while it will bob a little if you pedal squares, the overall performance is right in line with how a modern Horst link layout should perform.
Descending
Categorizing bikes has become harder than ever – what's the difference between an aggressive trail bike and an all-mountain bike? At what point does an enduro bike turn into a freeride machine? Deep questions, I know. So where does the Escarpe sit? I'd put it smack in the middle of the do-it-all category, the type of bike that could work well as a daily driver for a wide swathe of riders. It's the type of bike you grab for those after-work hot laps, as opposed to a super-nichey rig that only works well when you're approaching warp speed on a near-vertical track.
The Escarpe's geometry falls into the modern category without getting too extreme. The 480mm reach and 440mm chainstays on the size large worked well together (although size-specific chainstay lengths would have been nice to see), and the 65-degree head angle keeps it maneuverable at slightly slower speeds. That easy handling that was present on the climbs carries over to the descents as well – it's has a very neutral feel, free of any surprising handling characteristics.
I know I've been using terms like mild-mannered, neutral, and easygoing to describe the Escarpe, but don't mistake those phrases as synonyms for boring. In fact, that effortless handling is a big part of what makes the Escarpe so much fun to ride – I didn't need to change my riding style to have a good time on it, whether that was on a machine-made jump line or a rooty squiggle of singletrack.
It's been interesting to watch the trickle-down of the Fox 36 into the trail bike realm, a move that I'm a big fan of. That 36 fork combined with the DPS shock creates a formidable suspension package, with a great blend of slippery smoothness and support for handling bigger hits. I'm sure some riders will decide to go with a 160mm fork, but I really enjoyed the 150mm front / 140mm rear travel combination – it works well with the overall feel of the bike.
It's fairly common to toss a piggyback shock on any bike that can fit one these days, but the performance of the DPS inline shock left little to be desired. The small bump sensitivity was excellent, which came in handy on all the wet rides I embarked on, and I didn't run into any harsh bottom outs.
Vitus Escarpe
Specialized Stumpjumper EVO Comp
How does it compare?
The Stumpjumper EVO has 10mm more travel front and rear than the Escarpe, but I'd place them in a similar aggressive trail / all-mountain category, so making some comparisons seems appropriate.
As far as the fit goes, the reach numbers are close, and the same goes for the chainstay length for the size large. The Stumpjumper EVO does offer a much more extensive array of geometry possibilities - the head angle can be set anywhere from 63- to 65.5 degrees, while the Escarpe only has .5-degrees of adjustment. Those geometry adjustments may not be much of a factor for some riders, while for others it's an effective way to really customize the fit and feel of the bike.
Both bikes are on the more active side of the spectrum when it comes to pedaling performance, but they both do a good job of remaining relatively unphased by hard pedaling. The Stumpjumper EVO's frame is lighter, though, and it also has that SWAT box, which gives it a couple of bonus points. The internal cable routing on the Stumpy is also a step above what's found on the Escarpe.
When it comes to price, the Escarpe handily takes the win. The $4,100 Stumpjumper EVO Comp has an SLX drivetrain and Rhythm level Fox 36, while the Escarpe gets an XT drivetrain and a Factory level 36.
At the end of the day, it really comes down to where your priorities lie. Looking for the most bang for your buck, and not too concerned about adjustable geometry or having every frame feature possible? The Escarpe fits the bill.
For those who do want a more refined, lighter weight frame, adjustable geometry, and don't mind paying a little more, the Stumpjumper EVO is the way to go. The EVO's extra travel does increase the margin for error on rough sections of trail, but both bikes can take on similar terrain; there's no reason the Escarpe would prevent you from riding the same moves that you would on the EVO.
One final point to consider is the Escarpe's five-year warranty vs. the Stumpjumper's lifetime warranty.
The lever ergonomics on the Brand-X post aren't the best.
The Fox 36 continues to impress.
Technical Report
Maxxis Assegai / Dissector tires: I'm a big fan of this tire combination. It's a business up front, party out back pairing, except that the Dissector works worlds better than the semi-slick options that were popular a few years ago. The Dissector holds its own in all but the deepest glop, and it rolls much quicker than a dual Assegai set up would.
Shimano XT brakes: The Escarpe has a four-piston front brake and a two-piston rear. The feel at the levers isn't noticeably different out on the trail, but I would have liked to see a four-piston brake out back as well, if only to have more consistent, fade-free power for those long, brake burning descents.
Dropper post lever: I'd like to see the thumbs of the person that designed this lever because I don't think they look like mine. The shape is convex rather than concave, and no matter how I positioned it, it never felt that natural. Luckily there are lots of good aftermarket options out there – I'd swap this out for something designed for human thumbs.
Cable routing: One slight ding against the Escarpe's design is the under-the-bottom-bracket cable routing. Most of the time that doesn't cause any issues, but this time around a stick somehow managed to wedge its way between the frame and the brake / derailleur lines, and I had to stop to sort everything out. It's not the end of the world, and it was a chance occurrence, but it also wouldn't have been able to happen if those cables were tucked inside the frame, or routed externally higher up on the frame.
![Vitus Escarpe 2021 review]()
Maxxis Assegai / Dissector tires: I'm a big fan of this tire combination. It's a business up front, party out back pairing, except that the Dissector works worlds better than the semi-slick options that were popular a few years ago. The Dissector holds its own in all but the deepest glop, and it rolls much quicker than a dual Assegai set up would.
Shimano XT brakes: The Escarpe has a four-piston front brake and a two-piston rear. The feel at the levers isn't noticeably different out on the trail, but I would have liked to see a four-piston brake out back as well, if only to have more consistent, fade-free power for those long, brake burning descents.
Dropper post lever: I'd like to see the thumbs of the person that designed this lever because I don't think they look like mine. The shape is convex rather than concave, and no matter how I positioned it, it never felt that natural. Luckily there are lots of good aftermarket options out there – I'd swap this out for something designed for human thumbs.
Cable routing: One slight ding against the Escarpe's design is the under-the-bottom-bracket cable routing. Most of the time that doesn't cause any issues, but this time around a stick somehow managed to wedge its way between the frame and the brake / derailleur lines, and I had to stop to sort everything out. It's not the end of the world, and it was a chance occurrence, but it also wouldn't have been able to happen if those cables were tucked inside the frame, or routed externally higher up on the frame.
Pros
+ Ideal all-rounder, doesn't need crazy trails to deliver a good time
+ Great price considering the components and performance
Cons
- Carbon fiber doesn't automatically mean lightweight.
- Under the bottom bracket cable routing
Pinkbike's Take
| The Escarpe offers a price to performance ratio that's tough to beat, with trail manners that make it a worthy option for a vast array of riding locations. |
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vitusbikes.com/collections/escarpe/products/vitus-escarpe-29-crx-mountain-bike
The 2021 Trance X and Stumpjumper Evo are both considerably lightly frames, but carry a $1000 or more premium for similar build levels.
It probably doesn't feel maneuverable for all of us schmocks going at lower speed on less steep terrain.
Honestly not sure which is better.
Waiting for the mud on the bike to dry and start flaking, so I can brush/blow it off.
Or.
Adding yet more water to the pivots/bearing surfaces/seals to wash it off. Possibly with some force, and/or with soap.
Both make sense to me. But since this is biking, I’ve chosen one...
So far, I’ve got two seasons on the BB and most of the pivots (did grease a few pivot bearings last winter). But it is something I’m actively checking.
The headset is honestly the one I service most, but it’s also an unsealed caged BB design.
Also, water is not the biggest enemy, fine dust is. Drying the mud and blowing it off maximizes the amount of fine dust to get into your suspension, chain, bearings etc. and make a mess of things. That is way worse than getting your bike wet. Suspension seals can handle water without issue, but fine dust will get inside and do horrible things.
I like to wash mud off before it dries and then I don't need any solvents or anything besides a light (wet) brushing to get it loose. I also use a chain wax so that I don't have chain oil all over the bike that needs a solvent to get off.
And how do you kike it on all kind of trails?
Otherwise agree, many brands are out.
Ok, that's just awesome.
A little! In terms of build spec, the Escarpe VRX lies somewhere between the Expert and S-Works models of the Stumpy EVO. Which cost 50-100% more.
Not bad at all. I guess we'll see what gets here first.
Don't you have this experience with most bikes in this category? Maybe it's time for us to readjust expectations of how a 33lb bike should climb. I am guilty of this as well; have been on a friend's Stumpy Evo that feels light for how huge it is, and it turned out to be 38lbs.
Way to go, Specialized!
Scaling a bike will only save maybe 5-10% in this day and age, while cutting out a middle man saves much more like 25-30%. That distributor is a big line item on the "cost" of the bike. This is why we are seeing bikes at this price point now. It's not that bike companies were being super greedy, it's more a factor of the Internet enabling efficiencies that we weren't able to realize until now when people are finally comfortable making big purchases such as a 4k bike online.
I think the final piece of this puzzle still to be solved seems to just be the customer service component of it, which seems to be the only infuriating part of this ownership lifecycle, judging by the PB comments on YT, canyon etc owners.
Theres a middle ground to be hit.
YT are trying and think in the next couple of years they'll sort it out.
Great value bikes.
They probably have to put up their prices to make better customer service. But that's the trade-off and it's definitely worth it. I've been put off buying a bike from them because of this.
If you buy a second hand bike you can understand the risks involved but you get the benefits of a much cheaper bike. But if you buy new you should get better customer service than some of these direct MTB brands give. As you said it's still a fairly new concept and think they'll nail it on the head soon .
Hey Maxxis, I like the dissector. But it wears out very quickly in the 3c compound. Are you planning to make a 29x2.4 EXO+ Dual compound version? Seems like it would be quite popular. Right now the dual compound is only available in EXO, not EXO+. Thanks!
The nitpicking about the brakes and dropper are great indicators about how good this thing is for the price. "The worst part was that I skidded sometimes and my thumb hurt occasionally."
My only gripe is that at this weight, no aluminum alloy frame. Carbon is fine and I've had no problems with it. But for my peace of mind owning a 4000+€/$ bicycle, I'd like to be able to dump it on some rocks and only worry about my derailleur and/or hanger or a scratch or dent.
The absolutely inane 13% tariff on bikes imported to Canada adds a LOT of cost to doing so, as well as shipping.
Anybody here have any experience with buying a Vitus? Seem like nice bikes, but...
"The small bump sensitivity was excellent, which came in handy on all the wet rides I embarked on, and I didn't run into any harsh bottom outs"
The high leverage Sommet probably comes with a much more sophisticated shock with much more tuned compression damping, and its easier to design a long travel bike if it doesn't also have a long stroke shock
They don't actually exist
Would have matched the Vitus on everything but 5mm less travel in the rear and fox performance w/ dpx2 vs the factory with dps. the Delano also runs Stans wheels and hubs vs the DT Swiss but The Delano has ergon touch points at the grips and saddle.
$250 more for the Fezzari makes it a damn close race...but Fezzari has em in stock or less than 45 days
Would be nice to hear from Kazimer a comparison of that base model with the Mythique VRX, as they are about the same weight and equipment, but differ slightly in geometry and intent.
I mean why S St Evo? Wouldn't be better the Commencal Meta TR29 21' which was tested a few moths before? Meta has the same travel, but a bit more agressive geo.
Or is it because of the "same" material and horst-link suspension design?
ZTTO lever is much better, 15EUR shipped.
too bad the chainstays are too short to be a great flat cornering or climbing bike,
and too bad the seat stay has a stupid kink in it that prevents the use of a long travel dropper for seamless climb-decent with low saddle height.
Too bad these reviews dont dock bikes publicly for having stupid low insertion seat tubes, if people asked for better we would get better.
Funny they provided a image of how far in it goes, but not the numbers necessary to calculate dropper fitment. IMO It should be included in all geometry charts and reviews if possible.
I'm 5'10" and couldnt run a post thats long enough to get it out of the way on most bikes. My saddle rails are 730mm from BB when droppers extended and 518 at full drop.the post goes in 313mm / 12.5" I dont think that is asking too much of any modern bike designed for challenging terrain in a size small medium or large.
I've got a 212mm Nivo dropper that is super light and reliable i'd like to be able to run on any bike, it actually gets the seat low enough to be totally out of my way yet high enough to pedal well; but because of the lack of priority on building bikes with deep insertion, the industry seems to have largely crippled their bikes downhill capability by prioritizing other aspects of the frame design unwisely. No doubt having a seat post capable of moving deep out of the way will maximize range of motion, agility, bunnyhops and ultimately make a more capable and forgiving bike.
Who is "you"? you know their height and/or inseam and preferred seat height?
How about [them or you] just giving us the max insertion depth, instead of saying "Xmm drop will fit"? The stack heights and overall lengths of same length drop on different droppers can vary by a handful of centimeters, and humans can vary by more than that and still be inside a single size's range.
It's very easy to find the stack height and total length of pretty much any dropper, and combined with a seat tube length and max insertion, it's quite easy to figure out what size of which dropper will fit both you and the bike.
433mm seat tube length is not going to work with most 170mm droppers for most 5'6"/5'7" people (bottom of Vitus's medium range), base on me at 5'10" with a 429mm seatpost and a 170mm PNW dropper (mediumish stack height) almost slammed (it fits in the frame slammed, but I like about 10mm out).
M / L / XL/ XXL ready to order and ship this month it says on the EU website. For anyone interested maybe..
Maybe Performance Elite suspension and spend the cash on a better dropper?
You can't just assume the same settings work on different bikes just because it's the same fork. Sure, it'll be close; but different geometries, different rear suspension, even different rear shocks and shock tunes, all can affect the front suspension.