Specialized Stumpjumper FSR Expert EVO Review

Stumpjumper FSR Expert EVO

With bike categories seemingly springing up every month, it's easy to get confused when it comes to where certain models fit in. While this situation can quickly jade even the most enthusiastic of riders, looking at it another way reveals a brighter picture: never before have we, the riders, been able to pick from such a large number of bikes, some of which seem to be built exactly to our needs. Take the Stumpjumper FSR Expert EVO tested here for example. With just 5mm more travel and some tweaked geometry when compared to its more sedate relative, the standard Stumpjumper, the EVO manages to retain its trail oriented manners while appealing to a more aggressive audience. Thankfully, Specialized wisely chose a component spec that lets the EVO be its own bike, as opposed to bolting on parts that wouldn't suit its intentions. The EVO looks great on paper, with its dialed geometry and sensible weight, but how does it perform in the dirt?



When dissecting the EVO it is important to talk about how the black bike is different from the conventional Stumpjumper, and while they both may look very similar at first glance, a closer look reveals some glaring contrasts between the two. Starting up front, the EVO's head angle sits at 67 degrees, a full 1.5 degrees slacker than the standard Stumpjumper, enough to fully alter the bike's personality. Bottom bracket height is raised ever so slightly, sitting at 13.3", or just 3mm taller than its more docile brother, likely done because of the EVO's 5mm of extra rear wheel travel that gives it 145mm in total. But that extra 5mm of travel pales in significance compared to Specialized's choice to forgo using an inertia valve equipped Fox Brain rear shock in lieu of a more conventional, but still custom tuned, RP23 damper. The Brain shock is a clever bit of kit that no doubt has its place, but an EVO rider is likely to be looking for a more active ride that responds to the terrain, and in my opinion, gives the rider more traction. The EVO's Fox shock features a ProPedal lever like you'd expect, but it actually works opposite to the way that we've become accustomed to: instead of using the tuning range knob to select one of three levels of compression when the ProPedal is engaged, the rider chooses which level of low speed compression damping, 1 -light, 2 -medium, 3 -firm, he or she would like while set to the open position. Going to be shredding some smooth, fast trails and looking to pump some backsides? Set it to the firmest compression setting to get the most out of the terrain. Wet and slippery day on some rooty singletrack? You'd be best to open it up to the lightest setting in order to eke out what traction is available from the ground. Because the open position now uses the ProPedal's three damping options, the climbing mode has a single fixed firm setting. You'll certainly have to know exactly what you want out of your bike to get the most from the special shock tuning, but it's great to see Specialized thinking out of the box.

The EVO comes stock with a lightweight Gamut Shift Guide, a smart decision given the bike's intentions, that attaches to the frame via its ISCG 05 chain guide tabs - you won't find those on the standard Stumpy either. This means that a rider is able to bolt up a proper single ring guide if he or she is strong enough to push a 1 x 10 setup, or even a HammerSchmidt if they desired (the low pivot position would be ideal for a 'Schmidt conversion).


The frame itself features some swoopy lines that could easily be mistaken for carbon at first glance, especially with the bike's stealth matte finish. The top tube slopes down drastically as it works its way back from the tapered head tube, giving the rider a generous amount of stand over clearance at its lowest point. Cable routing for the Specialized Command Post that comes stock on the bike is run cleanly under the top tube as well, making it nearly invisible until it exits at the far end. Shift and rear brake lines are routed on the underside of the down tube using Specialized's clean cable guides - it makes for a streamlined look, but its a point to keep in mind if you make a habit of hanging your bike over a truck's tailgate.

Predictably, the EVO uses their FSR suspension design to control the bike's 145mm of rear wheel travel. It can sometimes feel like companies are switching up suspension platforms every other year, but Specialized has long used this design, refining the system as time goes by. The result is a tidy package that may not have all of the flash and dazzle of this week's latest hot design, but it is no doubt proven itself year after year. Aluminum hardware holds everything together.

Specifications
Release Date	2011
Price	$4100
Travel	145mm
Rear Shock	Fox RP23-S with Boost Valve
Fork	Fox F150 RL
Headset	1-1/8 and 1.5" Threadless, Campy style upper with 1.5" lower, cartridge bearings
Cassette	Shimano HG81, 10-speed, 11-36t
Crankarms	Custom SRAM Carbon XO, 10-speed AM double
Chainguide	Gamut shift guide
Bottom Bracket	PF30 BB
Rear Derailleur	SRAM X.0, 10-speed, mid cage
Chain	KMC X10, 10-speed
Front Derailleur	SRAM X.7, 10-speed, S1 direct mount
Shifter Pods	SRAM X.9, 10-speed
Handlebar	Specialized Enduro low-rise bar, 7050 alloy, 720mm wide, 8 degree backsweep, 6 degree up, 31.8mm
Stem	Specialized XC
Grips	Specialized lock-on
Brakes	Custom Avid Elixir CR SL
Wheelset	Roval Traverse AL
Hubs	Roval Traverse AL
Spokes	DT Swiss Competition 1.8/1.6mm stainless
Rim	Roval Traverse AL, 26mm, 27/32h
Tires	S-Works Purgatory
Seat	Specialized BG Henge Comp
Seatpost	Specialized Command Post

The EVO's component package errs on the light side of the spectrum for a bike with its angles, which sets it apart from many similar travel machines that are spec'd with burlier parts. A Fox F150 RL 32 (with a tapered steerer tube and 15mm thru-axle) fork sits up front, as opposed to a bigger legged 20mm thru-axle option. This no doubt sheds weight, but it also clearly puts the EVO in a different category than its bigger travel siblings in the Enduro fold - despite the EVO using a head angle that is an ever-so-close half of a degree steeper. The bike is rolling on a set of Roval Control AL wheels that have been beefed up in the name of lateral stiffness with the addition of some extra spokes over the previous year, although they still weigh in at under 1700 grams. Stopping the bike is a set of custom Avid Elixir CR SL's done up in black and using a 185mm/160mm rotor combination (large and extra large models get a 203mm/185mm up size for more power)

SRAM has a monopoly on the EVO's drivetrain, kitting the bike out with an XO level 10 speed group that uses a wide range 11-36 tooth cassette out back. This paired with a 24/36 tooth chain ring combo (that is held together with aluminum c/r bolts) gives the bike a wide enough gearing range to both climb walls and carry speed when the trail opens up, but keep in mind that the low range is slightly higher than what you'd find on a standard triple crankset that is fitted with a 22 tooth granny ring (1.556m of rollout as opposed to a 22/34's 1.399m) Fitted in the Press Fit bottom bracket is a set of blacked out carbon XO cranks and a minimalist Gamut Shift Guide. Specialized smartly spec'd the EVO with a dropper post as well, choosing to use their own Command Post. I tested last year's version, and while it worked decently, its remote left a lot to be desired and I came away wishing for another inch of drop - both issues that Specialized has addressed for 2011. The completely new remote no longer suffers from excessive play at its pivot and the post now features a full five inches of travel.


Stumpjumper FSR Expert EVO geometry, size medium

Head angle	67°
EFF Seat Angle	74.5°
Top Tube (actual)	558mm
Chainstay	420mm
Bottom Bracket Height	338mm
Actual Frame Size (seatube length)	445mm
Wheelbase	1137mm

Riding the Stumpjumper EVO



The Stumpjumper EVO offers a firm climbing platform, even with the Fox shock's ProPedal set to the open position and the lightest damping level selected. The bike accelerates briskly, whether out of the saddle or seated, and without any of the wallowing that many bikes in this category are prone to. While the EVO doesn't force its rider to sit and spin like so many others, allowing you to throw your weight around if need be without worrying about overwhelming the RP23 damper, the EVO's steep 74.5 degree seat angle is ideal for riders who tend to sit and spin their way up climbs. The efficient suspension and light Roval wheels made for a machine that really took to attacking short steep pitches just as much as long climbs that need that diesel approach to get over. That is a rare attribute for a 145mm travel bike and it's one that I was thankful for when tackling the abrupt and punchy climbs found on the Gooseberry's trail system in Utah. The 2.0" wide Purgatory rear tire is never going to be as forgiving as a higher volume trail bike tire, but it does an admirable job of hooking up when needed. The EVO's 2 x 10 gearing is slightly taller than a traditional 22 tooth ring and 34 tooth cog combo, but I never found myself looking for another gear when the trail gained elevation. I'll once again give props to the bike's light wheels and tires for that manageable feeling - it would have been a different story with heavier hoops and rubber.

While the black bike is an efficient climber, its 67 degree head angle and non-travel adjust Fox fork made the bike a bear when it came to technical pitches. Throw in a bottom bracket height that is half an inch lower than some of its competition and you have yourself a handful when the trail gets steep and tight. I found myself having to time my cranks so as not to catch on rocks and logs much more than on a higher bike, as well as having to attack challenging sections more aggressively in an effort to hold more momentum up and over ledges or through tricky switchbacks. Equipping the EVO with a fork that allows you the option of lowering would improve the technical climbing in some regards, but keep in mind that it would lower an already low bottom bracket. I found that flipping the RP23's ProPedal to climbing mode helped reign in the head angle slightly by holding the bike up in its rear wheel travel, thereby steepening the steering angle by a fraction. Doing this does improve the bike's technical climbing abilities, but it would be nice to take advantage of the extra traction provided by leaving the Fox shock in the fully open mode.

Riders considering the EVO should take into account the terrain that they climb: do most of your climbing on fire roads? Then the slack angles and low B.B. won't be as much of an issue. I can also see some riders looking past the bike's climbing faults, even if they do have to ascend tech trails, simply because the bike rips on the way back down. The same low bottom bracket height that hindered technical climbing is what allows the EVO to absolutely carve the terrain when the trail points the opposite direction. Handling quirks aside, the EVO proved to be a very efficient climber, especially given its 145mm of travel.


If ever there was one bike designed purely for fun, the EVO could be it. Descending on the black Stumpjumper will bring a smile to even the most timid of rider's faces. I attribute this to not only the bike's inspiring angles (the very same that I grumble about above), but also a suspension design that tames the ground while still providing feedback to let you know what is happening under you. There are many bikes out there that can descend competently, but certainly less that manage to do both of those tasks at the same time. No, it doesn't level the terrain like the Enduro does, but what it does do is encourage you to be light on the bike, look for backsides, and manual through even the smallest depressions in the trail. Don't get me wrong, the longer travel Enduro is a great machine, but I found that you have to be riding hard to make the most out of it, whereas the EVO is a much more enjoyable rig when not absolutely attacking the trail or on tamer terrain. Just as I am every time that I test a bike with Fox's RP23 damper, I was surprised at how well the small canned air shock performed. No, it isn't a coil shock and it won't ever be as supple, but it does an admirable job when pushed to its limits. I spent most of my descending time with the shock set to its lightest compression setting, but there was a noticeable amount of firmness added when either of the two stiffer settings were selected. I found that the bike was able to work the terrain so well in the full open position, even on smooth trails like Utah's Jem singletrack, that I rarely felt an advantage by firming the ride up.

As expected, the 67° head angle felt ideal once some speed was built up and the bike was allowed to be steered more by leaning than actually turning the bars. The relatively low 13.3" bottom bracket makes for a rig that doesn't take a lot of effort to corner hard - this bike wants to turn and doesn't feel skittish about doing it while going quickly. The EVO simply felt more planted and with better weight distribution than other bikes that use the same head angle, but sit higher. That feeling encouraged me to attack flatter sections of trail that I may have otherwise let off on simply because it was much more enjoyable to carry speed on the Stumpjumper than to relax and take a breather. As I said earlier, it is like someone penned the EVO purely with fun in mind.


While it is easy to rave about how well the bike descended, there were a few points of contention. The bike's Fox fork, with its 32 mm stanchions and 15 mm thru-axle, left a lot to be desired when it came to stiffness. I've ridden 32's before and I know that they perform well, but the EVO is probably capable of more than what the 32 series is really meant for. Riding downhill or technical sections on true cross-country trails at the speed that the EVO can carry resulted in too much flex for my liking, both torsionally and front to back. I also found myself having to run higher air pressure in the fork than I would have preferred in order to keep it from diving unnecessarily. Fox, if you're listening, more low speed compression control please. It would be worth the weight penalty for aggressive riders to equip the EVO with a Fox 36 that is lowered to 150 mm of travel. In the same vein, the bike could be pushed hard enough on cross-country trails to detect a bit too much flex coming from the rear end - a result of the svelte wheels and light frame perhaps. Will we see the EVO using a 142mm rear end for next season?

The EVO loves to go fast and has geometry that encourages its rider to do so. The low and slack stance inspires confidence, and the quality rear wheel travel proves that, in the right hands, a lot can come from a little. While flex up front was a hindrance when riding hard, even on cross-country trails, the bike was still a blast at all times, even when the terrain was less than challenging.



What about those parts...

• The bike's Purgatory tires perform wonderfully. They roll decently fast, especially the thin 2.0" wide rear tire, and offer predictable traction. Great all rounders.
• SRAM's 10 speed XO group has once again impressed me with its shifting precision and speed, even when abused and caked with thick mud. Another knock against those who claim the ten cogs out back will never work as well as nine.
• The one drivetrain part that did let me down were the bearings used for the Press Fit bottom bracket. It was only a few months of riding before they were toast.
• The bike's Gamut Shift Guide works very well at keeping the chain put. I rode the bike sans lower chain guide roller to see how effective it was and quickly learnt that it is far better with it on.
• The Avid Elixir's brake bleed from the factory left a lot to be desired and required some work before they were trail worthy. I mention this for two reasons; one, because it isn't ideal, and two, because Avid just recently put a lot of effort into improving the factory bleeds that come on original equipment brakes. The EVO's stoppers were too early to get the new treatment, but expect good things down the road from bikes equipped with Avid brakes on the showroom floor.


The EVO is a dream come true for a lot of riders. The bike manages to spot that hard to find middle ground where it can make even the most boring trails fun, but without losing its cross-country sensibilities. If you are really looking to define the EVO, even though the bike seems to do everything in its power to resist, you might refer to it as a trail bike with an attitude. It's stoked to climb all day, it's happy to carve turns like others can only dream of, and it will bring its own party to trails that you may otherwise find less than fun.

You can check out Specialized's entire lineup on their website.