Specialized Demo 8 I Alloy - Review
The latest incarnation of Specialized's Demo 8 was unveiled at the tail end of the 2014 season, and as soon as the cloak of secrecy was lifted on the one-sided carbon fiber frame there were scores of riders left trying to figure out how to add one to their stable. This season, Specialized went ahead and made the Demo 8 more attainable by releasing an alloy version of the futuristic-looking ride. The distinctive shape remains, but by using aluminum rather than carbon fiber the price was greatly reduced. There's a $1,400 price difference for the frame alone – that's enough money for a season's pass at the bike park with plenty of pizza money left over.
Specialized Demo 8 I Alloy
• Intended use: downhill
• Wheel size: 27.5''
• Rear wheel travel: 200mm
• 63.5° head angle
• M5 alloy frame, carbon seatstays
• 1.5" head tube
• 12 x 135mm rear spacing
• Weight: 40 lb (long, actual, w/o pedals)
• MSRP: $4,000 USD
• www.specialized.com / @Specialized
• Intended use: downhill
• Wheel size: 27.5''
• Rear wheel travel: 200mm
• 63.5° head angle
• M5 alloy frame, carbon seatstays
• 1.5" head tube
• 12 x 135mm rear spacing
• Weight: 40 lb (long, actual, w/o pedals)
• MSRP: $4,000 USD
• www.specialized.com / @Specialized
What do you get for $4,000 USD? The Demo 8 I Alloy comes spec'd with a RockShox BoXXer RC fork up front and a Fox Van RC in the rear, both delivering 200mm of travel. Stopping duties are handled by SRAM's Guide R brakes, and the drivetrain uses a SRAM X7 shifter paired with 10-speed GX rear derailleur and a cassette that's been reduced down to 7-speeds. There are four sizes available – short, medium, long, and extra long, and two colors, green/red or charcoal/black.
The bike's cable routing is very clean, and the rear brake can be internally or externally routed depending on rider preference.
The swoopy lines of the alloy Demo make it look nearly identical to its more expensive carbon fiber sibling.
Frame Details
When I first pulled the Demo 8 I out of the box I thought for a moment that the wrong model had been sent out. This doesn't look like a base model ride; from a distance it would even be easy to think that the entire frame was carbon fiber. The silhouette is almost identical to the carbon version, and from the low-slung top tube to the single-sided seat mast the same shapes are all still there. Plus, it's hard to go wrong with an all-black color scheme.
The Demo uses a 1.5” headtube with two ports on the right side for internally routing brake and derailleur housing. It's also possible to run the brake line along the outside of the downtube, which is how the bike arrived, which makes it easier to perform a brake swap or other maintenance.
At the back of the bike, instead of using the more commonly seen 12x150mm rear spacing, Specialized chose to go with 12x135mm, citing the increased clearance that it provides. When race runs are decided by fractions of a second, it's feasible that something as minor as a frame hanging up on a rock could make all the difference. That being said, it does make it a little more difficult to find a replacement hub or wheel. The thru-axle has a square, conical end that keeps it securely fixed in the frame no matter what abuse the rear wheel is subjected to.
Suspension Layout
The Demo 8 still uses a Horst Link design for its 200mm of travel – the rearmost pivot is on the chainstay, and positioned well below the rear axle. The main pivot is positioned as low as possible; in this case, it actually rotates around the bottom bracket.
How did that design come about? Well, when we first discussed the Demo with Specialized's Senior Design Engineer, Jason Chamberlain, he said, “I started by thinking about what it would look like if we just moved everything down three inches, and naturally what happened was that the main pivot moved into the same real estate as the bottom bracket, so it became natural to just integrate those into one pivot. Then I reconfigured all the other pivots around that. The FSR, four-bar performance is still there even though the pivots are in radically different locations."
How did that design come about? Well, when we first discussed the Demo with Specialized's Senior Design Engineer, Jason Chamberlain, he said, “I started by thinking about what it would look like if we just moved everything down three inches, and naturally what happened was that the main pivot moved into the same real estate as the bottom bracket, so it became natural to just integrate those into one pivot. Then I reconfigured all the other pivots around that. The FSR, four-bar performance is still there even though the pivots are in radically different locations."
The rear wheel uses 12x135mm spacing and is held in place by a square-headed thru-axle.
The suspension has a slightly progressive design, with a gradual ramp up towards the end of its travel, although we have seen Specialized's Work Cup DH racers using custom links to increase the end stroke ramp up even further. Then again, those guys are traveling at speeds that most of us can barely imagine and have different needs than that of a 'regular' rider.
Geometry / Sizing
The Demo is available in four sizes, but due to the fact that the standover and seat tube length remain the same across the entire range, riders are free to chose a size based on the reach number without worrying other numbers.
As far as other numbers go, the 63.5-degree head angle and 430mm chainstays are right in line with other bikes in this category. For reference, a YT Tues also has a 63.5-degree head angle and 435mm chainstays, and a Santa Cruz V10 has a 63.5-degree head angle in the low setting with 441mm chainstays.
Specifications
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Setup
With only two external adjustments – compression and rebound – on both the fork and the shock there wasn't much futzing around required before hitting the trail. I did put a softer spring in the Boxxer RC, due to the fact that I'm on the lighter side of things for my height, but that was the only alteration needed.
At 5'11” I decided to go with a size long, which has a reach of 440mm. I'm sure I could have managed an extra-long, and if I was focused solely on downhill speed I might have gone that route, but these days all of my DH riding is for fun, and the slightly shorter reach of the size long made it a little easier to maneuver and whip around. The notion that longer bikes are always better has gained traction over the last few years, but it's important to consider your riding style and preferred terrain when it comes to sizing, advice that's applicable to all mountain bikes, not just DH sleds.
Performance
My first rides on the Demo 8 took place amidst the hubub of Crankworx, a time when Whistler's trails turn into dusty, blown out and brake bump filled versions of their former selves. In other words, prime conditions for seeing what a downhill bike can endure.
From the beginning it was clear that the alloy Demo isn't the most playful beast out there; it'd rather stay on the ground as long as possible rather than hopping and popping down the trail. Those manners are likely due in part to its 40-pound weight, which is on the higher side for a modern downhill bike, but once it's up to pace the laziness begins to fade away, and the Demo becomes much more maneuverable. While it might not be that eager to bound up and over little obstacles, the Demo does just fine when faced with the lip of a big manmade jump, and trails like A-Line, Dirt Merchant, Crabapple Hits, Whistler's jump-filled classics, didn't pose any problems.
Letting off the brakes and allowing gravity to take over whenever possible is really the best way to get the most out of this bike – on slower sections of trail the weight and the fairly basic suspension, particularly the BoXXer RC fork, was more noticeable. The fork has a dramatic ramp up about half way through its travel that can make it feel harsh at slower speeds, but that harshness wasn't as apparent once the miles-per-hour increased. Steep, rough terrain is where the Demo felt most at home, which makes sense considering its DH racing roots. While the suspension may hold the bike back slightly, the geometry certainly doesn't – there's plenty of standover clearance, and enough room in the cockpit to feel centered and balanced no matter how angle of the trail.
The rear suspension has a fairly neutral, linear feel – it's not as progressive as a bike like the YT Tues, and doesn't plow through the rough stuff like Commencal's Supreme V4, but it's very predictable, with enough ramp up at the end of the travel that I didn't experience any harsh bottom outs despite a number of misjudged landings and overzealous hucks. That 200mm of travel certainly helped take the edge off when speeding through chunky sections of trail, and despite the relative simplicity of the Fox Van RC shock, it took all of the bumps and impacts sent its way without putting up a fuss.
I'm a fan of quiet bikes, and I much rather be flying through the woods on a near-silent machine rather than one that sounds like someone filled a clothes dryer with scrap metal. Ok, so the Demo isn't that noisy, but it is pretty loud - the sound of the chain smacking the underside of the chainstay created quite a racket, even with the rubberized padding in place. It's worth noting that I'd previously been riding the aforementioned Commencal Supreme V4, one of the quietest downhill bikes currently on the market, before switching to the Demo Alloy, so my sensitivity to noise may have been a little higher than usual.
Component Check
• Specialized Slaughter tire : When Specialized first debuted the Slaughter there were plenty of riders who passed it off as a dry conditions only tire, but as it turns out, it's much more of an all-rounder than its low profile center would suggest. Predictable in almost every feasible trail conditions except for deep mud, it's an excellent rear tire, especially when matched up with the 2.5” Butcher DH up front. As an added bonus, the tread lifespan has been longer than expected.
• SRAM GX 10-speed derailleur: I did manage to break a derailleur cable during testing, but the derailleur itself survived just fine. Rather than relying completely on the derailleur's limit screws to prevent it from going up over that biggest cog, a set screw secures a stopper that the cable runs through, preventing the derailleur from moving further than it should. The setup works, just don't forget to reinstall that little stopper when you replace a cable.
• SRAM Guide R brakes: They may be the entry-level option in SRAM's line of Guide brakes, but the R version offered up plenty of well-controlled power, without any fading or pumping up during testing. Kudos to Specialized for speccing them with metallic brake pads, ensuring longer pad life and better wet weather performance.
Pinkbike's Take:
 | With the Demo 8 I Alloy, you're getting a bike that you could pull off the shelf, roll into the Whistler Bike Park, and confidently drop into any trail without worrying swapping out any components. That doesn't mean there aren't big differences between this $4,000 base model ride and one with top of the line suspension and parts - there certainly are - it's just that for many riders, those who want to dabble in DH but without remortgaging the house, the Demo 8 I alloy would make a fine companion. - Mike Kazimer |
About the Reviewer
Stats: Age: 34 • Height: 5'11” • Inseam: 33" • Weight: 160lb • Industry affiliations / sponsors: None Twenty years deep into a mountain biking addiction that began as a way to escape the suburban sprawl of Connecticut, Mike Kazimer is most at home deep the woods, carving his way down steep, technical trails. The decade he spent as a bike mechanic helped create a solid technical background to draw from when reviewing products, and his current location in the Pacific Northwest allows for easy access to the wettest, muddiest conditions imaginable.
Stats: Age: 34 • Height: 5'11” • Inseam: 33" • Weight: 160lb • Industry affiliations / sponsors: None Twenty years deep into a mountain biking addiction that began as a way to escape the suburban sprawl of Connecticut, Mike Kazimer is most at home deep the woods, carving his way down steep, technical trails. The decade he spent as a bike mechanic helped create a solid technical background to draw from when reviewing products, and his current location in the Pacific Northwest allows for easy access to the wettest, muddiest conditions imaginable.
Author Info:
Must Read This Week
All the same, it is true that YT, Canyon, and Commencal are all offering compelling arguments for going the consumer direct route. Not everyone is willing to bypass their local bike shop though, and for relative newcomers to the sport the advice, setup tips and maintenance that a good shop provides can be worth the initial extra cost.
... Inadvertently my description of Commencal also applies directly to Specialized
But commencal still suck!
Wholesale price marked up for retail = Specialized, Trek, Santa Cruz, Yeti, etc.
Wholesale price priced direct to consumer = YT, Canyon, Commencal, etc.
Why they are priced the way they are is basic economics. Whether or not you want to pay for it is another story.
We've had more than a handful of their frame sets come through the shop where either the rear end was so mis-aligned that the shock would bind under mid-long travel, or the shock mounts wouldn't be in-line. I've seen a lot of perfect frame sets as well. The worst were the high chain pulley bikes where that whole area was incredibly tightly packed and almost always required work to get the clearance needed not to rub the frame on itself.
Direct sales must be hitting the big long established brands, they have to get more price competitive. The only time of year when there is any value in shop sold bikes is when they're clearing out, with 20%+ discounts, for the next years usually identical model.
The reason this bike costs $4000 is pretty simple. Specialized came up with a design that they liked, that they thought was worth producing, and it costs quite a bit to manufacture. The bike industry makes product for one reason alone, because someone out there loves cool bikes and wants to share it with everyone else. I know it goes against a lot of the internet rage, but look around, no one in the bike world is getting rich.
Now, the margin bikes deliver is for sure higher than the electronic industry (for example) but the turn rate in the electronic industry is far higher to offset the lower margins. If bike retailers lowered their prices by 20% they would assuredly go out of business unless they were selling service, helmets, and other accessories like bonkers at full margin.
In any case, got a 2013 demo, but would certainly like someone to buy it so I can get a canyon!
What ?!! You're not well informed, the margin are the lowest compared to other industries.
If you want to make money don't work in a bike Shop !
Margin in clothes Shop are 4 in average and 2.2 or 2 at the lowest.
In glasses Shop it's 10, maybe more for exemple.
In bike Shops it's à difficult 1.7!
An average bike Shop often make ZERO benefits per years.
Onlines brand only run with networks that original brands made many years to develop and Onlines brands made HUGE margin.
Who's the profiteer ?! You choose. ..
Yes, shops have to make money on bikes, but over the course of a year when factoring in operating expenses, investing in next year's inventory, and attempting to make a profit, it's not that much unless the shop is just selling sh*t tons of bikes.
Shops need to be servicing bikes all the time to be profitable. I only buy a bike every few years and always on sale, so shops don't make much off me on bike sales. But I spend who knows, ~$500 annually at the shop on wheel rebuilds, suspension service, and any fix I can't do on my own, and I'm happy to do that. I'm happy to buy brake pads and tires through the shop also when I'm dropper her off for service as there's usually something that's getting close to worn.
Anyway, bikes are expensive but shop pricing is where it needs to be because most shops get by but don't have a money bin out back for the employees and owner to bathe in regularly whilst laughing about how bad they ripped off a dozen customers that day.
And DH bikes are always pricier than their equivalent (material/spec) AM, trail, or xc rig.
Anyway, I don't feel the margin on bikes is too high when you understand the full end to end supply chain and traditional distribution model.
And just quit listening to whoever is telling you (eg. our beloved industry media outlets) that your bike is outdated after a season. It's not.
Some want to drive a Seat, some want to drive a Audi.
Some want to ride a YT/Canyon/Cube, some want to ride a Specialized.
(I ride a Rocky Mountain I bought from eBay)
Had 5 bikes from age 18-32, only one was new. All the rest I brought used. My money went to getting my mortgage under control, throwing money in to the sharemarket, investing in a bunch of otherstuff. Now late 30's I look back and think it was all worth it, can buy whatever bike I want now, regardless of the price.
That being said, I brought a YT. Would have brought a specialised had they been widely available in NZ.
The point is, you are complaining about things that probably won't change - things beyond your control. A useless endeavor. What you can control is how much you earn.
All that to say, if they design/build their premier DH rigs anything like their kids bikes, I wouldn't hesitate!!
Rear cable breaking was from the silly clamp on cable limiter. Too much stress kinking the cable when you inevitably try and shift the 10spd trigger beyond 7 clicks. Fixed by replacing the heavy 7spd cassette + plastic RACER RICKY spacer with a full 10 spd cassette.
All bolts holding the chain retainer on are tightened by Specialized's resident steroid injected yeti. After breaking/twisting 3 allens & stripping the bolts I had to drill and saw at my new frame. Also, all of Gamuts patented ButterAlloy chainring bolts stripped & needed to be drilled out.
Brakes are a definite upgrade area.
The bike is damn noisy. Chain slap is real.
Something to note, the 2017 model has a longer shock than the 2016. 9.5 x 3.0. I assume this is because they updated the link? Since everyone that rides these things professionally had been doing the same from day one. But IDK.
Rode a Large being 6'. It seemed fine. Bike didnt seem overly heavy & did everything from Crabapple to Goats Gully just fine.
8.75 listed here. I got mixed up and almost ordered a 8.75 float X2 because of that.
I think spesh need to sort out there web designer.
But thanks for the random info....
That was a bitch to drill out....
2 - I certainly agree that I end suspensions are better
But come on guys, reading the comments section here, one always feel like every guy around here is Aaron Gwin.
The truth is for most people the boxxer RC is waaaay more than what they can push to the limit - which by the way is really high.
I don't deny the WC is better, I'm just saying that it's more about confort. You can't call a boxxer RC garbage...
As far as transmission, for a bike park rig, is it seriously so important?
That said, I bought a Canyon.
Again, my point was not to deny a WC fork is better than a RC (I actually regret that I didn't spent the extra bucks to get the WC version when I bought my bike) but come on, a better rider than me and you will still be better and faster with a RC, and you and I will still be better than less advanced riders even if we skip the WC for a RC. It's about confort, for most folks around here, it won't significantly change their riding abilities...
Besides, I'm almost sure than a modern day RC is better than a few years old WC or TEAM.
Plus, I think it's safe to say that a good share of the guys complaining about the RC are not able to PROPERLY (like Vorsprung properly) tune a WC boxxer. I'm pretty sure I can't.
I rode and owned "high end" forks too, and yet I wouldn't call any fork in the boxxer range "garbage", even if I would certainly not pay $4000 for a bike spec'd with a RC and ugly house-brand parts.
www.pinkbike.com/photo/14158862
Steve Jones' reviews certainly have had an impact haven't they...
99% of shops don't even have multiple weight springs in stock so you can set the sag correctly, never mind the willingness to put in the time to help you.
All that said, this bike is over priced and has garbage spec but least some actual "engineering" went in to it.
The Transition is over priced garbage straight out of the Taiwan catalog plus 2000$ of fake bro cred. Trek still can't make seat stays that don't explode and the Kona is a Kona.
Case in point: I walked into a shop last fall (a Specialized dealer), looking for new seals for my 2010 Fox 40. I was told "Naw, man. that's an old fork. No one makes seals for those anymore". I asked to see the QBP catalog and within 30 seconds, found the Enduro Seals for my 40. Got into an argument where he insisted they were the wrong seals. Wrote down the part number, went home and ordered them online. Installed them in 45 minutes without a problem.
As much as I want to support my local shops, the prices, the ineptitude, the attitude, and the hassle just isn't worth it. Now it's online shops for parts, and my next DH rig will be a direct purchase.
All I can say is, go ride one. There's a reason everyone f*cking loves it.
Who the fk would pay 4k for an absolute garbage spec..^^
The Guide R lack power, the Boxxer RC is "meh" (compression is a huge disappointment), the VAN RC is not as bad as its reputation though!
The rest actually works fine, even if there are definitely no bling parts (apart the frame?).
4k is definitely TOO MUCH!
On the other side, every "good" shop should give you at least 10% (up to 15%)
which makes the price go down to around 3600(3400)
Which ist still more than you would pay for your YT,
BUT
like @mikekazimer said you can't compare "direct brand" offerings to "regular shop" offerings... nuff said!
Oh and btw, i bought my last 2 Spec bikes with 30% and 40% (September season sales)
Ride on
yggi
On the fraying cables front, I had a repeat issue with an XT derailleur of all things. Turns out the cable was being cut by a sharp edge on the derailleur itself. A bit of filing and the latest cable has lasted just fine...
www.pinkbike.com/photo/14194148
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This statement is quite strange, sure in a given section/spot we ride slower but the same type of hit can occur in other places were we can ride faster than at this spot. So ramp can still be a good advantage.
Bonus points: Your bike isn't being assembled and set up by an angsty 19-year old fixie rat or bearded Surly fanboy.
Can't think of any DH fork with a straight 1.5 steerer, they're all 1 1/8 or 1.5 tapered. The straight head tube allows for an angleset or a massive bearing cup.
Nothing wrong with that, bar weight but let's face it, we fret about DH bike weight too much, DH bikes are bloody light compared to how they were a few years back. (God, I feel old typing that.)
As for 135x12 spacing... lol no thanks, I'll stick to my myst's 150x12. Wide selection of off the shelf wheels, wide selection of dedicated DH hubs, can borrow mate's wheels if I need to, etc etc.
BTW, i am not die hard Spec fanboy...i just want to say that te price of that model is not so bad.
And i also think that quality of pivot bolts & stuff is way better at Specialized than YT...
Just my 5 cents...
Oh yes. Glad to read that this "slacker and long you need" thinking stops.
www.pinkbike.com/photo/14158862
It's a beautiful bike it's a Specialized... ok the brand can make the price go higher but anyway there's a lot of technology involved.
I have a 2010 Demo and I love the bike it's so solid and trouble-free frame.
I don't like these Guide brakes they are noisy and fade a lot in long Bike park trails.
@mudmandhbrail What's wrong with 135mm rear? I don't get the hate thing either? They sponsor our local DH series . . . . . Look at all the Horst link bikes now the Spez patent ran out!
www.pinkbike.com/photo/14158862
- poor wheelsets in quality
- gamut is nothing for beginners who jump to short, there are to much parts damaged after a big hit
- ugly cassette, they just don´t listen to the riders. To much gears, even for racers. Most need no shifting and like it !
- 180mm rear disc is not enough when you have longer, extrem steep sections on your track
- poor bearing quality, better wash your bike only on wet days so the bearings last longer !
+ frame ready for long term heavy usage, resists big crashes, superior quality
+ cable routing is your own CHOICE, specialized get it here !
+ cranks strong, for those who accidentally overshoot big jumps, no need to upgrade
+ fork easy to upgrade with a better damper unit
+ rear brake standard is postmount
In house wheelset is standard at this price from non direct sales.
Gamut bashguard is meh.
The cassette is 7 speed....
Poor baring quality? I heard every bearing is lipped and sealed on the new demos...
I've seen pro riders using 180mm rear discs in dh, I'm sure it is enough braking power for entry level spec.
Ok, maybe 180mm has other advantages, enough power, lighter, more control, but not very resistant. One Worldcup Run is not the same as riding a season in different bikeparks. Most Freeride Pros go to 200mm. Even for me 180mm is not enough when i´m riding a long steep short-cornered passage. Some companies sell it because they don´t want to make the postmount for 200mm and a the bike with an adapter looks not so clean when they introduce that bike. When specialized goes to 135mm with DT-Swiss Hubs a few years ago on the old demos, it was not possible to buy that hub from DT-Swiss direct. It was only made for Specialized. I have talked at the Eurobike 2012 or 2013 with DT-Swiss about that topic. They made marketing with 135mm money wise instead of keeping the existing standard (at that time it was 150mm) so that you don´t buy your hubs and rims somewhere.
But luckily for me I love DT swiss, Chris King and Hope and they all have flavours available.
I am just about to upgrade my 180mm rotor to a 200mm, I have had a centerline on preorder for a while now, so I will soon be able to see the difference for myself.
And I don't know, to me I somehow doubt the 135mm back end is purely marketing, from what I have heard and read it was the pro riders who initially had the 135 back ends on their bikes and then spesh made it the same for consumer. But maybe I am buying into that.
So, as strong of a wheel build, yet lighter, and better clearance in tight spots! Hmmmm, go figure.
Still a "no go" ?
www.pinkbike.com/photo/14158875
www.pinkbike.com/u/boyblue1973/album/650B-conversion-of-Giant-Reign-2011/?directtolastphoto
www.pinkbike.com/photo/14158862
You might wonder, the Specialized Stumpjumper 2015 has 142mm wide hubs and its an all mountain bike and Demo 2015 has has 135mm wide hub, there should be a reason, and I have both of the hubs and rims.
id take one of these for sure!
Good enough=Demo alum that gets your foot in the door.
I think springs, front and rear ride great...if the static coefficient of friction in the system is less, due to not needing high pressure internal air seals, the small bump compliance gets better. Thus, a rudimentary compression/rebound setup feels alright. It would be sick to upgrade fork dampers, though. Ti springs? Specialized managed to lower the pivots even more, great for the 27.5 platform. The chainstay pivots are large and strong. Clipping in on this medium frame, it felt very flicky and agile, not like a 40+ lb. tank. However, 7 speeds feels like a step back. So does narrower axle 27.5 rear. (Although, the need to not hit a bunch of rocks with the newly lowered carbon chainstay is present, and it's not like they would make drastic changes to the cheaper alum version of their sweet carbon bike.) When I was shopping, the YT Tues alum option was $700 more.