Specialty Alloy Stumpjumper EVO
Words by Alicia Leggett; photo by Tom Richards
The Specialized Stumpjumper EVO is a 150mm bike with a 160mm fork and 29 “wheels (although there is an aftermarket MulletLink available to run a 27.5” rear wheel). Much like its carbon sibling, the Stumpjumper EVO Alloy has a clean, asymmetrical frame design, internal cable routing, and the first SWAT box found on an alloy bike. Zooming in a bit closer, it has interchangeable headset shells that allow a degree of two-way tuning and a rear chip that adjusts the bottom bracket shell by 7mm and changes the chainstay length by 5mm, also adding half a degree of helmet adjustment. With three helmet positions, two flip chip positions and the possibility of using mixed wheel sizes, what are 12 possible combinations?
â¢ Travel: 150 mm rear / 160 mm fork
â¢ Aluminum frame
â¢ Wheel size: 29 “(option to operate mixed wheels with MulletLink)
â¢ Head angle: 63-65.5 Â° (geometry search tool)
â¢ Range: 475 mm (S4)
â¢ Basic length: 438 – 443 mm (S1 – S4), 448 – 453 mm (S5, S6)
â¢ Sizes: S1 – S6 (tested S4)
â¢ Weight: 34.38 lbs / 15.56 kg (S4)
â¢ Price: $ 3,800, $ 5,600, $ 1,900 for frame and Float X
â¢ Specialty bikes
When it comes to build options, the Stumpjumper EVO alloy comes in two versions, starting with the relatively inexpensive Comp version which includes a SRAM NX drivetrain, Code R brakes, Fox Rhythm 36 fork and Fox shock absorber. Float X Performance for $ 3,800 USD. For those who want less compromise, the Elite version comes with a SRAM GX drivetrain, Code RS brakes, Fox Factory 36 fork, and Fox Float X shock for $ 5,600 USD. Want to start from scratch? Specialized also offers a frame with a Float X shock for $ 1,900. And then, of course, the carbon version of the bike offers all the sophisticated unrestricted options at higher prices.
Our test bike was the Elite size S4 model, which had adjustable chainstays between 438mm and 443mm and weighed 34.38 lbs (15.56 kg). The build, with a powerful drivetrain and rugged components, would be easy to downgrade if that were a priority, but as it is, it looks like a smart spec, although it would be nice to see a version with the Performance suspension. Elite from Fox, which offers all of the same tweaks as Kashima’s coated stuff, but at a lower cost.
The SWAT box is the biggest and best of the three storage compartments in the frame we saw in the field test, and it’s a nice touch to bring that functionality to an aluminum bike. Additionally, Specialized is one of the few companies that received the memo that the dropper posts need to be longer. The Stumpjumper EVO Alloy therefore comes with a 180mm OneUp post. Likewise, the stock mount bar was a nice change from several of the flat bars that came on our test bikes, and although Kazimer and I preferred the bike with a 40mm stem over the 50mm one that came with it, the original bike setup was a nice compound starting point.
While the Specialized Stumpjumper EVO Alloy doesn’t sound like a climber at first, it climbs the hill relatively efficiently and carries its 34 lbs gracefully. The shock tuning has a bit more support than previous Stumpjumpers, so the bike never felt too stuck, even on long dirt roads. Of the bikes we tested, this is an average climber – not as keen as the Propain, which I would rate as the best crankset, and significantly more efficient than the Starling and especially the Ghost.
On technical climbs, the moderate front center helped keep the bike comfortable and agile. There’s no way you could confuse it with a cross country bike, but at the same time, the compact and nice bike propelled just about anything I wanted to climb. I will attribute this not to outstanding efficiency, extremely light weight or other special climbing characteristics, but simply the overall easy-to-ride and adaptable personality of the bike. He never seemed too long, too short, too loose or too nervous; and if it did, it would probably be fixable with a simple geometry adjustment.
The best thing I have to say about the Stumpjumper EVO Alloy is that usually when I drove it I forgot I was driving it, I definitely forgot to think about seeing it again and I had a old times. When a bike goes like that and lets you do your thing, the designers have done their job. One of my more technical outings of the trip was on the Stumpy, and while there were features that I was nervous about riding in, the fact that I was on an unfamiliar bike. hasn’t even crossed my mind. The bike is just easy to learn immediately.
The bike is quite stable and does not shy away from high speeds, even with a medium head angle. With a simple change to the helmet’s top cup, the Stumpy could become a bike park weapon, but the change was never necessary, even on some of Pemberton’s gnarliest trails.
For a bike that has such an intermediate geometry, offers plenty of configuration options, and doesn’t have any great features other than being really fun to ride, it would be easy to think of the Stumpjumper EVO Alloy as a boring bike, but this just isn’t the case.
Sure, the review can be boring, as it does exactly what a track bike is supposed to do without any additional issues, but the suspension is so choppy and the bike so ready to do whatever you ask it to do. is not a bike that I will soon forget. It’s a bike that I wouldn’t hesitate to take with me to the bike park, to put on a shuttle truck, or to take for a long day on the pedals.
It’s worth mentioning that the Stumpy EVO Alloy was the longest travel bike we tested in the 130mm to 150mm track bike lot in this field test so it’s a bit more of a bike. that’s all we’re reviewing this week. This is also the bike we would recommend the most to anyone looking for a trail bike that feels ready to take on enduro races, as the head angle adjustment and little travel make it the descender. the most capable and versatile of the bunch. Some of the other bikes tested, namely the Starling Murmur and Raaw Jibb, were also very good on the downhill, but tucked into their own niches without the overall ability to do all that defines the Stumpy.