If you asked ten riders from ten different parts of the world what their ideal “all-mountain” bike would be, you’d undoubtedly get a handful of acceptable answers, a couple of curious replies and vacant stares from a few puzzled pedalers. The only consensus is that all-mountain biking encompasses extended stints of aggressive riding over technical terrain at high speeds. And one thing fueling this rapidly growing segment is the manufacturer’s ability to make longer-travel bikes lighter than ever before, thanks to innovations in carbon fiber frames and air-sprung suspension.

Of course, a light, long-travel bike sounds grand, but what does that really mean? On average, today’s high-end, all-mountain trailbikes range from approximately six to 7.5 inches of travel and weigh 27 pounds on up (the lighter the bike, the lighter your wallet will be leaving the shop).

Two of our sport’s biggest brands, Specialized and Trek, recently refined their take on what a carbon fiber, all-mountain super bike is, and now we’ve ridden and rated them side-by-side. Inevitably, one bike will handle better in one arena, and vice versa. However, the point of our comparison is to break down the differences between these two front-running all-mountain recipes, one brewed in California and the other in Wisconsin.

THE BIKES
Specialized and Trek each offer two carbon and two aluminum versions of their all-mountain machines. We opted for the more affordable of the two brands’ carbon offerings: the Specialized Enduro SL Pro and the Trek Remedy 9.8.

INSIDE THE SPECIALIZED ENDURO SL

 

Our Specialized Enduro SL Pro test bike sells for $5500—$1700 less than the S-Works model and $1600 more than the aluminum-framed Enduro Expert. The Enduro SL Pro has 6.3 inches of front and rear travel.

WHO IS IT MADE FOR?
The Enduro line is ideal for the fit, highly skilled trail rider who’s not afraid of pushing the limits of technical descents. The all-mountain rider doesn’t shy away from working hard to gain the elevation necessary for swift descents over downhill-bike-worthy terrain.

WHAT IS IT MADE FROM?
The Enduro SL Pro is built around the new “X-wing” style frame. Specialized says this new front triangle greatly improves stiffness over older Enduro designs, and the new frame aligns the custom Fox RP23 Boost Valve shock with the seat stay for increased rear-end rigidity. The Enduro frame uses an alloy rear end with a replaceable derailleur hanger, while the main frame features ISCG mounts on the bottom bracket.


WHICH COMPONENTS STAND OUT?
Those familiar with Specialized’s past line of Enduros will immediately notice the absence of the dual-crown Specialized fork. This year’s two carbon Enduros are equipped with Specialized’s air-sprung, single-crown E160 Future Shock fork. It has adjustable travel from 5.3 to 6.3 inches, a 20-millimeter Maxle thru-axle, and a claimed weight of just 3.9 pounds.

The drivetrain features a custom Shimano XT double-ring (22/36-tooth) crankset and a Gamut shift-guide, while SRAM’s X.9 shifters operate the Shimano SLX front and SRAM X.0 rear derailleur. Specialized’s own Command Post adjustable seatpost allows the rider to choose, on-the-fly, between three pre-set seat heights geared for climbing, cruising rolling hills and aggressive descending.

HOW DOES IT PERFORM?
Ergonomics: Not only does the Enduro SL Pro not look like most mountain bikes, it has an unusual feel in the saddle. The relatively short (for bikes with climbing intentions) 22-inch top tube, 50-millimeter stem and 66-degree head angle are dead giveaways this bike is designed for aggressive descending.

Pedaling: The custom Shimano XT double chainrings feature a standard 22-tooth granny gear and a 36-tooth larger ring. On rolling hills you’ll pop through gears, not noticing you’re not spinning a normal 32-tooth middle ring. And with the 11-34-tooth cassette, finding proper gear ratios for efficient cruising is an easy task.

Climbing: As mentioned above, the Enduro’s tight cockpit is deliberately spec’d for optimum control when descending, but don’t think of this bike as an incapable climber. The Specialized Command Post is the unsung hero on the Enduro. It allows you to raise your seat to an optimal climbing position for in-the-saddle mashing, but drop it for extended downhills with the click of a button. The aggressive, 2.3-inch Specialized Eskar tires have a pronounced tread suitable for climbing in loose, rocky trails, but you will experience noticeable drag on hardpacked terrain.


On familiar loops where we could hammer our “traditional” trailbikes seated and spinning the middle ring (32-tooth), we sometimes had to get out of the saddle and mash the Enduro’s 36-tooth chainring. When the time comes to shift to the granny gear, the Enduro lets you know it.

Although the Enduro’s 66-degree head angle is not ideal for riding uphill, turning the travel adjust lever atop the right fork leg to the “short” position drops the E160’s travel from 6.3 inches to 5.3 inches. This feature better positions the rider for charging rough and winding climbs without any noticeable negative input on the drivetrain.
Believe it or not, sometimes you need more travel climbing. Certain uphill obstacles, such as rock shelves and roots, require a “leggier” design to get up and over. The absence of the big chainring is key here. The Gamut bash ring replaces the outside chainring, which would rarely be used in the all-mountain application, and it won’t get mashed or bent on a rock.

Cornering: The Enduro’s intentionally slack angles (for a bike with a front derailleur) and low bottom bracket create a perfect storm for high-speed trailbike cornering. Aboard the Enduro, you’ll find almost no reason to shut it down when charging rocky, swooping corners, as the balanced front and rear suspension help the wheels maintain traction.

The aggressive Eskar tires hold tight on loose, off-camber corners, where tires with a lower profile don’t have enough bite.



Descending: Going downhill is where the Enduro truly shines. Aboard this bike we descended our favorite, challenging, cross-country trails faster than ever before. The geometry is perfectly dialed for attacking gnarly descents. The rigid frame, tough Roval wheels and adjustable seatpost speak to the Enduro’s hard-knock intentions.

We’re familiar with Gamut’s single-ring chainguides and have had good luck with them. Over the years, we haven’t had the best luck with dual-ring chainguides, as they’re prone to dropping a chain down to the granny gear when the bike is being jostled on descents. But the dual-ring Gamut guide didn’t let us down, and we quickly lost our fear of losing a chain.

Braking: Although just a few months into testing 2010 bikes, it seems as if 90 percent of our test rigs are equipped with a version of Avid’s Elixir brakes. The Enduro is no different, as its Elixirs utilize an eight-inch front rotor, a seven-inch rear rotor, and have an easily adjustable lever reach and pad contact point. Ripping up a familiar trail aboard the snappy Enduro highlights its downhill-oriented performance, and the Elixir eight-inch front rotor is a good choice for tugging on the proverbial reigns once up to speed. Weight weenies may even consider downsizing to a six-inch rotor on the rear wheel.

TRICKS, UPGRADES OR TIPS?
We recommend running the stem pretty far down on the steerer tube. This may feel unnatural to some, but on longer-travel bikes equipped for riding uphill, this adjustment positions the rider’s weight slightly over the front end to aid in climbing.

Tire preference depends solely on your local terrain. If you ride on loose and unpredictable trails, the stock Specialized Eskar tires should work for you. For Southern California, we’d opt for a Specialized The Captain tire on the rear and possibly on the front as well.

Speaking of tires, the Specialized Roval wheels are tubeless ready, and unlike some brands, are a snap to set up. Just pop in the valves and add sealant to the tubeless-ready tires.


INSIDE THE TREK REMEDY 9.8

Our carbon-framed Trek Remedy 9.8 test bike sells for $4400—about $2400 less than the flagship carbon Remedy 9.9 and $700 more than the aluminum-framed Remedy 8. The Remedy 9.8 has six inches of front and rear travel.    



WHO IS IT MADE FOR?
The Remedy 9.8 is built head-to-toe for charging the mountain, both uphill and down. Riders who’ve ridden their current trailbike to the extent of its capabilities and want to push their skills to the edge are prime candidates for Trek’s Remedy line.
 
WHAT IS IT MADE FROM?
Handmade in Waterloo, Wisconsin, the Remedy 9.8 is made from Trek’s OCLV carbon fiber, features their proprietary DRCV (Dual Rate Control Valve) Fox Shock and flagship ABP Race (Active Braking Pivot) suspension. The Remedy has Trek’s tapered E2 head tube and Carbon Armor downtube protection.

WHICH COMPONENTS STAND OUT?
Aside from the eye-catching carbon frame and one-piece magnesium Evo Link, the Remedy 9.8 is built with premium Fox Shox suspension and the much needed, revamped Bontrager cockpit component group. Trek worked with Fox to develop the DRCV with the goal of creating a shock that pedals efficiently yet soaks up big hits with a progressive feel.



HOW DOES IT PERFORM?
Ergonomics: In the saddle, you’ll be wowed by the Remedy’s remarkably comfortable cockpit configuration, featuring a 27-inch-wide, low-rise Bontrager handlebar and 70-millimeter Bontrager stem. The Remedy’s geometry tells you immediately that its design is more cross-country rig than gravity machine. Trek includes a useful shock sag measurer that clips onto the shock. Set the Fox DRCV shock to 25 percent and the Fox fork 20 percent, and you’re ready to roll.

Pedaling: The Remedy features Trek’s Full-Floater ABP suspension, making it a snappy accelerator, and when the Fox ProPedal lever is engaged, there is virtually no unwanted suspension movement when spinning in the saddle.

The low-profile Bontrager XDX tires are practically cheating, because they roll so fast on hardpack trails! These tires leave much to be desired when descending, but certainly get up to speed quickly.



Climbing: Although the Remedy has six inches of travel, it has a familiar cross-country feel in the cockpit, and the geometry is spot-on for a long-travel climber. The Fox Float TALAS fork has three travel settings (4.3, 5.1, 5.9 inches), and we almost never had to lower the fork during extended uphills. When we did, we got the best results when we lowered it to the middle 5.1-inch setting. Lowering it to the shortest travel position caused noticeable drag on the drivetrain.

As impressed as we were with the Remedy’s climbing aptitude, we were thoroughly unimpressed with the howling and dragging rear brake. We experienced this same incredibly aggravating problem on the Fuel EX and Fisher Superfly. We’ve spent countless hours in the garage trying to adjust the brakes, but the mysterious howling rears its head each time the trail turns uphill. We adjusted the brake, rotor and pads dozens of times and also changed  the rear brake and rotor to a completely different brand, and the brake drag still persisted on climbs.

This rage-inducing howl and vibration kept us scratching our heads for days. We hypothesized that under power when climbing, the Bontrager hub was slightly shifting with each rotation of the cranks, causing the brake rotor to contact the pad. To test this, we swapped everything from the stock Bontrager wheel to an appropriate DT Swiss wheel. Bingo! The whining rear wheel was finally silenced, and we could once again focus on how well the Remedy navigates climbs.

Cornering: With a 68-degree head angle, the Remedy is slacked out about two degrees more than a traditional trailbike. And with its six inches of travel, the Remedy can rail corners, keeping the wheels in contact with the ground. Although the suspension and geometry are ideal for tight, technically challenging switchbacks, the Bontrager XDX tires don’t have side knob lugs, which makes handling sketchy on loose and rocky trails. With six inches of travel, you can really push the boundaries of traditional trail riding and reach high speeds on flowing trails.
The XDX tires lack the bite necessary to give a rider confidence to push it when cornering. Unless you live in Moab, Utah, we doubt this tire combo will be ideal for your trails. Thankfully, in the big picture, swapping a tire or two is no big deal.

Descending: The Remedy 9.8 is a remarkable climber, but with six inches of travel, shredding technical downhills is what this bike was built for. The Fox Float TALAS RL utilizes their FIT damping system and 15QR thru-axle for stiffness. The Remedy’s front end tracks terrain well, and the thru-axle’s rigidity helps you hold your line at speed in rugged and unpredictable situations.

The Fox Shox DRCV shock truly makes for an impressive ride. With the ProPedal feature turned off, the shock smoothly transitions between chambers and allows the rear wheel to track the terrain extremely well, giving the pilot more control on gnarly trails.

The new Bontrager 27-inch-wide handlebar and 70-millimeter stem are the perfect spec for the job, as they improve stability and handling. As mentioned before, the XDX tires hinder the Remedy’s high-speed handling. In order to descend at speed on challenging terrain, you’ll need a real front tire that rolls fast but also has pronounced side knobs for loose-terrain bite.

Braking: The Avid Elixir R brakes put the stop on seven-inch rotors front and rear. The Elixir R has an easy-to-use dial on the brake body to adjust lever reach, but unlike the higher-priced Elixirs, it doesn’t have the pad contact adjustment. With great power modulation, you won’t find a better brake for the money than the Elixir R. When you’re descending aggressively, the ABP suspension helps keep the rear wheel in contact with the terrain and prevents it from skipping around.



TRICKS, UPGRADES OR TIPS?
Perhaps we were a little harsh on the XDX tires, but a bike as capable as the Remedy would really benefit from more aggressive rubber up front. We’ve seen Bontrager’s all-new XR4 tire and think it would be a perfect front tire for most areas of the United States.

The more expensive Remedy 9.9 comes stock with an adjustable seatpost, but our 9.8 test bike does not. We highly recommend throwing down the coin for one of these posts, because the Remedy is the perfect application for it. It will set you back about $300, but once you ride with it, you won’t know how you lived without it.


ENDURO AND REMEDY SIDE-BY-SIDE

The ever-growing all-mountain mountain bike category is constantly in flux and can be difficult to define. That’s precisely why we conducted this side-by-side test—to show you a couple of different takes on innovative all-mountain designs.

Both the Enduro and Remedy tested are the models immediately below each brand’s $7000 flagship rides. Although these bikes share many of the same components, like identical drivetrains, the Specialized costs about $1000 more than the Trek. A good chunk of that difference is attributable to components like the adjustable seatpost on the Specialized (about $300 aftermarket), Gamut shiftguide and the Enduro’s higher-end Avid Elixir CR SL brakes. The Enduro weighs exactly one pound more than the Remedy, and the Specialized Command Post weighs precisely one pound.

THE ALL-MOUNTAIN VERDICT
Trek Remedy 9.8: The carbon-framed Remedy 9.8 is a beautifully crafted and incredibly capable bike. It’s lightweight and climbs well enough to be an everyday trailbike, but has long-travel suspension that makes descents a blast. The Remedy’s geometry was born from a cross-country platform, but with its component spec and impressive suspension performance, it can tame technical terrain with the best of them.

The Trek Remedy not only has a more traditional appearance than the Enduro, it also has more cross-country-friendly geometry. The Remedy climbs like a leggy cross-country ride, but has the suspension performance and front-end rigidity to attack technical terrain with confidence and precision. We were able to rip our regular climbs in nearly the same gear ratios as with our four-inch-travel cross-country bikes, and we tackled descents more aggressively than before.

If it’s a pure cross-country race machine you’re looking for, Trek’s 3.9-inch-travel Top Fuel cross-country racer fits the bill. Do you want an uncompromising trailbike? The 4.7-inch-travel Trek Fuel EX trailbike was made for you. If you’re ready to challenge your skills and take your riding to the next level, the lightweight, do-it-all Remedy 9.8 can handle whatever you throw its way.

Specialized Enduro SL Pro: The Enduro is a very unique machine. It’s an adequate climber, but has intentionally slack geometry and a low bottom bracket to accentuate its descending and cornering objectives.

We have the feeling that Specialized’s goal wasn’t to develop a bike that could climb and descend well (that’s what their 5.5-inch-travel Stumpjumper has already accomplished), but to create a lightweight bike that could be ridden uphill so that once you worked your way to the crest, all of your efforts would be duly rewarded with the high-speed handling of a downhill bike.

We applaud Specialized’s component spec, especially the double-ring chainguide drivetrain and adjustable seatpost. Not only is the big ring rarely used in everyday trail riding, but bikes with longer travel are ridden over much more challenging terrain, and the big ring is simply at risk of being damaged. We predict 2x10 drivetrains will come down in price over the next few years and will be widely spec’d on bikes from cross-country to all-mountain.

If it’s a traditional cross-country or trailbike you’re looking for, Specialized has their Epic and Stumpjumper line of bikes to suit your taste. If you’re looking for a completely new riding experience that allows you to push your limits both up and down the mountain, the Enduro was designed with you in mind.