trek top fuel vs specialized stumpjumper

Specialized Stumpjumper Evo Vs Trek Fuel EX test – which is the best trail bike with adjustable geometry?

• Alan Muldoon
• November 8, 2023

We put two of the most adjustable trail bikes from the biggest names in the business head to head, to see which one is the most adaptable and capable.

We all like freedom of choice, right? Whether it’s the little things in life, like a latte instead of cappuccino, or the big things like who gets to run the country. And that extends to bike geometry too. Sure there are bikes with zero adjustment that are great. But why not build in the same degree of adjustability that most brands use when developing a bike into the final product? Well, that’s exactly what the Specialized Stumpjumper Evo Elite Alloy and Trek Fuel EX 9.7 XT Gen 6 both offer.

Specialized Stumpy Evo Vs Trek Fuel EX

And it’s not just the degree of adjustability that makes this such a good head to head test. Both bikes are 29ers that are designed for aggressive trail riding, both are from the biggest brands in the bike business and both are discounted right now, which makes them really good value if you’re looking to buy one of the best mountain bikes . The Trek Fuel EX 9.7 XT Gen 6 is £4,175 and the Specialized Stumpjumper Evo Elite Alloy is £4,399.

Geometry adjustments

The Specialized Stumpjumper Evo Elite Alloy has six different baseline geometric combinations. There’s the adjustable head angle with three settings, that uses a second offset top bearing race that simply drops into the head tube. One direction for +1.25º, flip it round for -1.25º. The frame also has flip-chips in the chainstay pivots that simultaneously adjust the chainstay length and BB height, so you can change the weight distribution of the bike too.  You have long and low, or short and high, where the chainstay length changes by 5mm.

A second upper headset insert with the Stumpy Evo for adjusting the head angle by +/- 1.25º

Not to be out done, the new Trek Fuel EX 9.7 XT Gen 6 also has adjustable headset cups. But it requires a little more work than the Specialized as you have to knock the standard cups out and press in the +/-1º offset cups, which are sold separately. So not really a trail side adjustment then. But that’s not the only way to fine tune the head angle and ride quality of the Fuel EX. Mino link flip chips in the rocker link also adjust the head angle by 0.5º and change  the BB height by 8mm. So again, you have six unique geometry configurations. On paper it’s a draw, but factor in the Specialized’s more user-friendly head angle adjustment, and the ability to play with weight distribution, and it’s round one to the Stumpy Evo. 

Mino Links at the seatstay/rocker link junction of the Fuel EX offer trailside geometry adjustment

Geometry side-by-side

To bring you the the most accurate geometry, we measured the bikes in our workshop, rather than simply listing the manufacturers’ claimed geometry. Both bikes are in the stock settings so the Trek has the Mino Link in the low position with the standard headset cups. The Specialized also has the zero offset headset insert fitted, with the flip chips in the chainstays in short/high position. Both bikes were measured with our Maxxis control tyres fitted, which keeps the bottom bracket height comparable.

Frame construction and weight

While both bikes have similar degrees of adjustment, they use different frame materials. The Trek Fuel EX at our chosen price point is a full carbon frame construction, including the rocker link, and the complete bike weighs 15.52kg (34.22lb). At this level the Specialized frame is a full aluminium construction, and the weight of the bike creeps up to 15.99kg (35.25lb).

Sharp lines of the full carbon frame make the Trek Fuel EX 9.7 Gen 6 eye catching

Suspension design and travel

The Stumpy Evo uses Specialized’s signature four-bar design and a Fox Float X Factory shock to deliver 150mm rear travel. Paired to the frame is a four-way adjustable 160mm Fox 36 Factory fork. That’s 10mm more travel front and rear than the Trek Fuel EX. The Fuel EX also uses Fox suspension components, but you get a less sophisticated 36 Rhythm fork and Performance level Float X shock. That’s the price you play for having a lighter carbon frame, right?

Specialized takes a unique approach by up-speccing the alloy Stumpy Evo frame with Fox Factory suspension

Integrated down tube storage

If you want to ride without a pack, but don’t want to risk getting stranded in the back of beyond without any tools or food, then you’ll be pleased to know that both bikes get integrated down tube storage. Specialized’s SWAT door is substantially bigger than Trek’s BITS internal storage though, which makes it that much easier to fish a snack, or tool, out of the frame.

The original and still the best: Specialized’s SWAT door in the down tube lets you carry essentials in the bike, rather than on your back

Drivetrain: SRAM Vs Shimano

There are differences in the drivetrains too. Specialized is firmly in the SRAM camp with a 12-speed GX Eagle transmission. Where the shifter pod and OneUp dropper remote integrate perfectly with the Matchmaker camps on the SRAM Code RS brakes. 

SRAM’s GX mechanical drivetrain is still the benchmark for shifting performance

Trek has gone with a Shimano drivetrain. In this instance a headline grabbing XT derailleur and 12-speed SLX shifter and 10-51t cassette. Both drivetrains are mechanical, which helps stop the price of the bikes getting out of hand. And while we could not get the Shimano shifter to marry perfectly with the SRAM DB8 brake lever clamp, the brakes on the Fuel EX are actually first rate. 

We’ve been super impressed by the light lever action and ample stopping power of the SRAM DB8 4-piston brakes

Performance

In terms of the suspension response, the Trek felt balanced front and rear, as both felt open and free. But that meant rapid changes in the pitch of the terrain or sudden direction changes caused the bike to seesaw a little too much. Which is why we ended up running the fork and shock harder than ideal. With more adjustable dampers, say Fox Performance Elite, we could have wound on low-speed compression damping and restored stability that way.  The only way you going to get that on the Fuel EX though, is by spending more money.  Which is why we’d like to see Trek offer a higher specced alloy bike at the same price, even if it meant that would be a little heavier.

The Trek Fuel Ex 9.7 Gen 6 takes flight. But we’d like to see a better fork, or one with more damping adjustment, to really take it to the next level

For maximum performance and tunability then, you need adjustable geometry and adjustable damping. And the Specialized Stumpy Evo Elite Alloy has both in spades. And even if you’re not into tweaking settings, geometry and weight distribution, the baseline settings on the Stumpy Evo will get you 90% of the way there. For riders looking for that final 10% though, the Stumpy Evo Alloy won’t disappoint. Stretch it out for maximum speed and composure, or tighten up the angles and proportions to make it more playful and nimble, the choice is yours. Factor in all the adjustability of the Fox Factory suspension and it’s a tweaker’s paradise. Never before has this level of performance and adjustability been available at such a competitive price. Which makes the Specialized Stumpy Evo Elite Alloy the bike of choice for the discerning trail rider that wants maximum performance. 

The Specialized Stumpy Evo Alloy Elite is the ultimate all-rounder. There’s nothing this bike can’t do well

Having adjustable geometry on a trail bike is really useful. In fact, we’d argue that it’s of most use on a trail bike, simply because trail riding means different things to different people.  Love techy, rocky climbs and need lots of pedal clearance? Stick the BB height adjustment in the high position and keep those cranks spinning. Live for the descents and suffer fire road climbs just to get to the fun stuff? You’ll probably want the slackest head tube insert to stretch out the front centre and slacken the head angle for maximum stability at speed. 

With adjustable geometry and adjustable suspension components, the Specialized Stumpy Evo Alloy Elite is the Swiss Army knife of trail bikes

The pricing and intended use are both of these bikes are really close, but there are distinct differences in approach. Trek has splashed out on a lighter full carbon frame, and has had to fit Fox Performance level suspension to bring the Fuel EX in on budget. Specialized has done the opposite. Opting instead for an alloy frame and then ploughing the associated cost savings straight back into Fox Factory level suspension components, which in this instance, has clearly paid off.

• Forum Listing
• Marketplace
• Advanced Search
• MTBR Discussion Forums
• What Bike to Buy

2022 Specialized Stumpjumper Comp Carbon or 2022 Trek Fuel EX 9.7

• Add to quote

Looking at the stumpy comp carbon vs the trek fuel ex 9.7. I know each has advantages over the other as far as spec and price difference. What about ride quality, performance, comfort? Im looking for a good trail geo in the bike feel since lower stack bikes have me put too much pressure on my hands. Im looking for good trail geo and performance for general trail riding. Im a pretty conservative rider, no big jumps drops etc. I want something efficient and comfortable. Im almost 50 yo. My local shops used to sell both brands but were just bought out by trek and will be selling trek only. The nearest spec shop will be at least 45 minutes away.  

Awesome! How does the rear suspension of the stumpy feel without the horst link? Does it still feel plush? What about the fox 34 fork? Does it feel flexy at all? Im about 200 lbs and am worried I might feel the flex in that fork. Im also sized for an s4.  

IMO 200lbs is borderline depending on what and how you ride. My S4 2021 Carbon Comp w/34 Rhythm was fine when I was at 196lbs but It feels a lot stiffer at 178. Wouldn't think 20lbs would make a difference but it seemed to for me.  

Love my Fuel EX. Really plush for a 130 bike. The 36 fork is certainly adequate for your weight, and the 34 would probably be OK too, depending on how hard you push. The new 34 is actually very near as stiff as the old 36, so..... I know nothing of the Specialized, but it's hard to imagine that it isn't also a great trail bike. In your shoes, I'd probably choose based on which shop I preferred.  

I prefer the sizing options with the Stumpjumper which is why I bought their new alloy comp bike. The 3 local shops that sell Trek are also owned by the same person and poorly run with surely "help". The carbon frame version was $700 more in February but now is $1200 more and with the same equipment and only a 2 lb weight savings I opted to go with the alloy frame. It is one of four bikes that I ride so it might have been a different equation if it was my only bike.  

Both bikes are very similar; I would go with the one that feels the best to you and also factor in which shop provides the best service.  

Forgot to mention in my last post, originally I was thinking of ordering a 2022 Trek Top Fuel, but at the end of the day went with a slightly more forgiving and more travel trail bike. The fact that my LBS had the SJ in stock in my size also helped rather than buying a bike that may or may not appear in April.  

• ?            
• 15.6M posts
• 522.8K members

Top Contributors this Month

Compare bikes

Specialized Stumpjumper Comp Alloy 2021 vs Trek Fuel EX 7 2021

Subscribe to our newsletter.

Receive the latest news in the world of cycling, new bike releases, trends and much more.

Don't worry, we hate SPAM just like you.

Specialized Stumpjumper 2021 Review | Hello lightweight carbon frame, goodbye FSR pivot!

The not-so-minor details, 2021 specialized stumpjumper pro.

Specialized

https://www.specialized.com/

$12,700 AUD

- Beautifully engineered chassis - The vivacious handling and poppy attitude - Well-tuned suspension with trail tweak-ability - Fox 34 GRIP2 is absolutely sublime - Once you've gone SWAT, you don't go back - So quiet! - Impressively low weight for the capability

- Flip chip could be more user friendly - 35mm carbon bars are on the stiff side - Premium performance, premium price-tag

Wil reviews the 2021 Specialized Stumpjumper

It tends to be big news anytime Specialized releases a new mountain bike, but it’s a particularly big deal when that bike has Stumpjumper written on the frame. Indeed with just shy of 40 years of history behind it, that name is almost as old as the sport itself. The latest iteration of the Stumpjumper comes off the back of the new Stumpjumper EVO launched only a week ago, completing the picture for Specialized’s two-prong trail bike attack. Alongside the EVO, I’ve also been riding this sub-13kg Stumpjumper Pro over the past couple of weeks, and it has been an absolute treat. Before we get onto the review though, let’s take a look at exactly what’s changed on Specialized’s iconic trail bike.

Watch our video review of the 2021 Specialized Stumpjumper here!

The New Stumpy – what’s changed?

Well, pretty much everything! It looks similar, but there’s an entirely new frame, new geometry, a new suspension design, and a whole new approach to the lineup.

For a start, there’s been a big consolidation of the Stumpjumper range. The previous platform was available in short travel and long travel versions, plus the EVO model, a nd they were all available in two wheelsize options. Certainly a lot of choice, but it was a bit of a hot mess, especially for riders who weren’t entirely sure what they needed.

For 2021 though, 27.5in wheels are now out of the picture, and the range simply splits in two. There’s the bigger travel and rowdier Stumpjumper EVO, and there’s the regular Stumpjumper we have here.

It actually has less travel

This might be the only new bike released over the past year that hasn’t bumped up a category and swollen with more suspension. In fact, the Stumpjumper actually downsizes travel by 10mm at both ends – there’s a 140mm travel fork, 130mm of rear travel, and it’s rolling on 29in wheels exclusively.

With the change in travel, there’s now a clear delineation through the Specialized trail bike range. You have the Epic EVO (120/110mm) the Stumpjumper (140/130mm) and the Stumpjumper EVO (160/140mm).

This separation really helps the Stumpjumper to identify as a pure trail bike. Actually, Specialized actually calls it an ‘ aggressive short travel trail bike ‘, which I’d is pretty apt. Whatever label you decide to give it, we’re talking about bikes like the Trek Fuel EX, Giant Trance X and Norco Optic.

Goodbye FSR pivot, hello flex stay!

Perhaps the biggest headline change of the new Stumpjumper though is the fact that it no longer has an FSR pivot. Yes ma’am, that chainstay pivot has gone entirely. Ciao, adios, auf wiedersehn, sayonara – good riddance!

With no rear pivot on the one-piece carbon swingarm, the Stumpjumper instead relies on in-built flex through the carbon fibre seatstays. This sees it effectively morphing into a single-pivot suspension layout, with a rocker link connecting the top of the seatstays to the mainframe, while an extension link drives the rear shock.

So why the change? Specialized says it wanted to improve the climbing and pedalling performance of the new Stumpjumper, and it also wanted to reduce weight.

This is a pretty bold move, given that FSR is Specialized’s legacy suspension design that has long been a key ingredient of the Stumpjumper recipe. Of course we’ve already seen the Epic move to a single-pivot flex stay design, though it’s a bigger deal here given there’s more travel. In fact, this is the longest travel bike we’ve ridden with a flex-stay arrangement.

So why the change? Specialized says it wanted to improve the climbing and pedalling performance of the new Stumpjumper, and it also wanted to reduce weight. By eliminating that FSR pivot, the engineers were able to reduce moving parts, improve lateral rigidity, and chisel away some grams.

And on that note…

Yep, it’s lighter

By 100 of your finest Earth grams lighter to be precise. While that might not sound like a big weight drop, Specialized claims it’s a much bigger deal because the new frame is actually stiffer and stronger than the old frame. Furthermore, it’s considerably longer, making any weight reduction quite the feat.

According to Specialized, a carbon Stumpjumper frame is claimed to weigh just 2,280g – that’s for an S4 frame size with the rear shock, axle, hardware and armour. All the carbon frames are exactly the same, though the S-Works model drops a further 40g thanks to a carbon shock yoke. That really is quite light, and it’s knocking on the door of many XC bikes – my personal Santa Cruz Blur CC frame weighs that, and that’s a 100mm XC race bike.

The new frame carries over the Sidearm profile, SWAT storage and moulded frame protection, so aesthetically it looks very similar. The entire manufacturing process has changed though, thanks to the scrutiny of carbon fibre wizard Peter Denk, and Specialized’s Frieburg-based composites team.

Having created and destroyed over 130 prototype frames during the 2-year development process, Denk and his team spent considerable resources refining the carbon fibre layup to create gentler curves throughout, removing excess buildup where it wasn’t needed. Most of the weight loss is attributed to the one-piece carbon swingarm, though further weight was stripped out of the upper shock mount. Whereas the previous frame had a pinched top tube that was almost solid in this region, the tube now maintains a smoother, hollow tubular structure. The shock also sits slightly off-centre, mounting to the side of the top tube where it’s naturally stronger and requires less reinforcement to begin with.

The SWAT door has also been strengthened, as Denk’s team had found that it was influencing the performance of the old frame more than they first realised. While the SWAT door does add around 60-80g of extra carbon per frame, Denk points out that your average bum bag weighs about 300g, so you’re already well ahead. And rather than having that mass high up on your body, it’s placed lower down on the bike itself, which is good news from both a handling and suspension perspective.

S-Sizing & geometry updates

Gone are the traditional Small, Medium and Large size labels. Instead, the new Stumpjumper follows in the footsteps of the Stumpjumper EVO, Enduro and Demo by moving to the ‘Style-Specific Sizing’ concept. Starting at S1 (XS) and going up to S6 (XXL), there are now six frame sizes, up from five on the old bike.

Seat tubes are kept super short, both to accommodate long-stroke dropper posts, but also to allow riders more flexibility to choose the right size depending on their riding style. I’ve been riding an S3, which is the equivalent of a Medium. However, it would be possible for me to upsize to an S4 if I wanted more high-speed stability from a longer reach and wheelbase. Or I could downsize to an S2 if I wanted a sharper and more nimble ride for throwing the bike around on the trail.

It’s a neat concept for sure, but I do feel it’s going to be confusing for consumers to begin with. I suspect dealers will be spending a considerable amount of time explaining the sizing concept to new riders.

Despite the new Stumpjumper having more travel and 29in wheels, the top tube is slung lower, improving standover clearance. In fact, the S1 actually has a lower standover height than the previous XS size in the 27.5in Stumpjumper. Specialized has used a few tricks here with the S1 – since the cranks are shorter, the bottom bracket height can be lower, bringing the whole bike closer to the ground. That’s good news for shorter riders who may have previously been concerned about fit on a 29er trail bike.

New-school angles & longer top tubes

It was only two years ago when the last generation Stumpjumper was released, but in that time there’s been a significant shift in our collective expectations of what a trail bike should be capable of. The new Stumpjumper reflects that shift – the head angle has been slackened out considerably to 65°, the seat tube angle steepens by over two degrees to 76°, and compared to the old Medium, the reach on our S3 test bike has grown from 425mm to 450mm.

The chainstays are shorter by 5mm, but only on the S1-S4 frame sizes. Specialized has actually given the bigger S5 & S6 sizes a 10mm longer chainstay length, in order to better maintain weight distribution on those longer frames.

With the slacker head angle and more generous reach, the wheelbase has gotten quite a bit longer too. And the BB also sits a full 9mm lower than before, placing the rider further down between the wheels. As with the old Stumpjumper, the new frame comes with a geometry flip chip. The bike is set from the factory in the Low position, but switching into the High position will bring the BB back up 7mm and steepen the head and seat angles by 0.5°.

Specialized Stumpjumper price & specs

There are six different Stumpjumper models coming into Australia for 2021, with prices starting at $3,200 AUD. The two cheapest models utilise alloy frames, which retain the FSR pivot on the chainstay. The alloy frame is purportedly heavier by over a kilo (3,490g claimed weight), which is a considerable difference.

Regardless of price point, all Stumpjumper models feature a trail-oriented build kit that includes a 35-50mm long stem and 780mm wide riser bars. You get GRID casing tyres with a Butcher on the front and Purgatory on the rear, and a dropper post with 100-190mm of travel depending on the frame size.

Read on for an overview of the specs and pricing for each model, followed by our ride impressions of testing the Specialized Stumpjumper Pro.

2021 Specialized Stumpjumper Alloy

• Frame | Alloy, FSR Suspension Design, 130mm Travel
• Fork | RockShox 35 Silver, Solo Air, TurnKey Lockout, 44mm Offset, 140mm Travel
• Shock | X-Fusion 02 Pro RL, 190×45mm
• Wheels | Alloy Sealed Bearing Hubs & Double Wall Alloy Rims
• Tyres | Specialized Butcher GRID 2.3in Front & Purgatory GRID 2.3in Rear
• Drivetrain | SRAM SX Eagle 1×12 w/30T Crankset & 11-50T Cassette
• Brakes | Tektro Gemini Comp 2-Piston w/200mm Front & 180mm Rear Rotors
• Bar | Specialized 6061 Alloy, 35mm Diameter, 30mm Rise, 780mm Width
• Stem |  Specialized Alloy Trail, 35mm Diameter, Length: 40mm (S1-S2), 50mm (S3-S6)
• Seatpost | TranzX Dropper, 34.9mm Diameter, Travel: 100mm (S1-S2), 120mm (S3), 150mm (S4-S6)
• Saddle | Specialized Bridge
• Sizes |  S1, S2, S3, S4, S5 & S6
• RRP | $3,300 AUD

2021 Specialized Stumpjumper Comp Alloy

• Fork | Fox Float 34 Rhythm, GRIP Damper, 44mm Offset, 140mm Travel
• Shock | Fox Float DPS, Performance Series, 190×45mm
• Wheels | Alloy Sealed Bearing Hubs & Roval 29 Hookless Alloy Rims, 30mm Inner Width
• Drivetrain | SRAM NX Eagle 1×12 w/30T Crankset & 11-50T Cassette
• Brakes | SRAM G2 R 4-Piston w/200mm Front & 180mm Rear Rotors
• Stem | Specialized Alloy Trail, 35mm Diameter, Length: 40mm (S1-S2), 50mm (S3-S6)
• Seatpost | X-Fusion Manic w/SRL Lever, 34.9mm Diameter, Travel: 100mm (S1), 120mm (S2), 150mm (S3), 170mm (S4-S5), 190mm (S6)
• Saddle | Specialized Bridge Comp
• RRP | $5,300 AUD

2021 Specialized Stumpjumper Comp

• Frame | FACT 11m Carbon Fibre, Flex Stay Suspension Design, 130mm Travel
• Wheels | Shimano MT400/510 Hubs & Roval 29 Hookless Alloy Rims, 30mm Inner Width
• Drivetrain | Shimano SLX 1×12 w/30T Crankset & 10-51T Cassette
• Brakes | Shimano SLX 4-Piston w/200mm Front & 180mm Rear Rotors
• RRP | $7,200 AUD

2021 Specialized Stumpjumper Expert

• Fork | Fox Float 34, Performance Elite, GRIP2 Damper, 44mm Offset, 140mm Travel
• Shock | Fox Float DPS, Performance Elite, 190×45mm
• Wheels | Roval Traverse, Hookless Alloy Rims, 30mm Inner Width
• Drivetrain | SRAM GX/X01 Eagle 1×12 w/30T Descendent 7K Crankset & 10-52T GX Cassette
• Brakes | SRAM G2 RSC 4-Piston w/200mm Front & 180mm Rear Rotors
• Bar | Specialized Trail, 7050 Alloy, 35mm Diameter, 30mm Rise, 780mm Width
• RRP | $9,500 AUD

• Fork | Fox Float 34, Factory Series, GRIP2 Damper, 44mm Offset, 140mm Travel
• Shock | Fox Float DPS, Factory Series, 190×45mm
• Wheels | DT Swiss 240s Hubs & Roval Control Carbon Rims, 30mm Inner Width
• Drivetrain | SRAM X01 Eagle 1×12 w/30T Descendent Carbon Crankset & 10-52T Cassette
• Bar | Roval FACT Carbon, 35mm Diameter, 27mm Rise, 780mm Width
• Stem | Deity Copperhead, 35mm Diameter, Length: 35mm (S1-S2), 50mm (S3-S6)
• Seatpost | Fox Transfer Factory Series, 30.9mm Diameter, Travel: 125mm (S1), 150mm (S2-S3), 175mm (S4-S6)
• Saddle | Specialized Bridge, Hollow Ti Rails
• Sizes | S1, S2, S3, S4, S5 & S6
• RRP | $12,700 AUD

2021 Specialized S-Works Stumpjumper

• Wheels | DT Swiss 240 Hubs & Roval Control SL Hookless Carbon Rims, 29mm Inner Width
• Drivetrain | SRAM XX1 Eagle AXS 1×12 w/30T XX1 Carbon Crankset & 10-52T Cassette
• Brakes | SRAM G2 Ultimate 4-Piston w/200mm Front & 180mm Rear Rotors
• Seatpost | RockShox Reverb AXS, 30.9mm Diameter, Travel: 100mm (S1), 125mm (S2), 150mm (S3), 170mm (S4-S6)
• RRP | $16,400 AUD

Specialized Stumpjumper sizing & fit

Alongside the STEVO (check out our review of the Stumpjumper EVO Expert here ), Specialized also sent us a Stumpjumper Pro, which I’ve been riding for the past couple of weeks. As well as getting a good feel for their individual performance attributes, I’ve also had the opportunity to compare both bikes directly, in order to knuckle down on the finer differences between them.

At 175cm tall, I’ve been riding an S3 size in both bikes. The reach is generous and quite similar between the two, though the stack is a touch shorter on the Stumpjumper Pro and the bars are 20mm narrower, giving it a more trail bike feel. The steerer tube is quite long from the factory though, so along with a myriad of spacers and the optional conical headset top caps that come in the box, there’s plenty of scope for getting the bar set to your preferred height.

In terms of bike setup, I trimmed the bars down to 760mm, slid the saddle all the way forwards on the rails, and setup the rear shock with 30% sag. For my 68kg riding weight, that worked out to 175psi, and I set the rebound damping one click faster than halfway. I also added a Tyreinvader inside the rear wheel for some extra rim protection, and setup the tyres with 22psi in the front and 25psi in the rear.

Out of the box weighed without pedals or the SWAT accessories, our test bike came in at 12.84kg.

The GRIP2 fork is unreal

Before I get onto the rest of the bike, I need to gush a little about the fork. The Stumpjumper Pro provided my first opportunity to test out the new GRIP2 version of the Fox 34 fork, and I have to say, it is absolutely sublime.

While it’s currently quite trendy to fit the bigger Fox 36 on the front of 29er trail bikes – both the Trek Fuel EX and Giant Trance X elect for the beefier option – Specialized decided to fit the lighter 34. And it is quite a bit lighter – there’s a 200g weight reduction over the Fox 36 GRIP2 (1,860g vs 2,080g, confirmed weights).

This 34 also feels a hair smoother. The smaller 34mm diameter stanchions require smaller seals and bushings, which helps to reduce stiction between all those moving parts. In combination with the highly controllable GRIP2 damper, this fork is stupendously plush. It’s vastly more sensitive than the FIT4 version of the Fox 34, while offering greater support at high-speeds. No, it doesn’t get a lockout switch, but that’s an easy price to pay.

On the trail, it’s more lively than the bigger 36, which suits the Stumpjumper well. No, it doesn’t have the same rigidity as its bigger brother, which was apparent during back-to-back testing when I was ploughing the front wheel through repeated off-camber impacts. In these situations there’s more twang, and it doesn’t track quite as securely. But these were also situations that were heading beyond the Stumpjumper’s intended field of expertise. Within its preferred domain though, the fork is superb.

So many knobs, but help is available!

It can be intimidating to setup though. Indeed with adjustable high and low-speed compression and rebound damping, plus air spring pressure and volume, there is a tonne of tuning potential on offer. If all those knobs make you a bit dizzy, I can highly recommend checking out Specialized’s suspension setup calculator . Plug in your bike model and riding weight, and recommended pressures and damper settings spit out the other end. These tend to be a little lighter than Fox’s own recommendations – I ended up with less air pressure (70psi vs 78psi) and with both the high-speed rebound and compression dials settings wound off to the lightest settings. I found this setup to work well on the front of the Stumpjumper, keeping things nice and lively on the trail.

Lots of adjustments on the GRIP2 fork damper – check out the Specialized suspension calculator for a good starting point for baseline tuning.

The only fly in the ointment so far is a small amount of play that’s developed after the first 100km of riding. The play can be detected when rocking the wheel back and fourth with the front brake on, and it’s also noticeable when skimming over rocks on the trail, where it feels like the headset is slightly loose. Although this movement between the stanchion tubes and lowers has the telltale signs of bushing knock, I’ve not yet been able to strip the forks down to confirm that’s the case. We’ll be sending the forks to Sola Sport for a warranty assessment ASAP, and I’ll update the review once we get to the bottom of the issue.

Flex stay suspension performance

That aside, I must say that Specialized has done well to match up the rear suspension’s performance, giving the Stumpjumper excellent front-to-back balance.

Despite missing the FSR pivot, the rear suspension is inherently active on the trail. In fact, I can’t really say I noticed its departure. Initial sensitivity is terrific, and it’s actually aided by the carbon flex stays, which are slightly preloaded when the swingarm is initially bolted onto the mainframe at the factory. This initial tension relaxes around the sag point, and that actually helps the suspension to get moving in the first place – a bit like the negative spring inside the shock itself. Combined with the high starting leverage rate, there is very little restriction on initial movement, with the suspension settling comfortably into the sag point.

The back end isn’t as mind-meltingly plush as the EVO. It doesn’t disconnect you from the trail to the same degree, and there’s more feedback through the contact points. But then the Stumpjumper does have less travel, and it is quite clearly a different bike with different intentions to its naughtier sibling.

Compared to other 130mm travel trail bikes however, the suspension is plenty supple. And it’s vastly more sensitive compared to other flex-stay suspension designs we’ve ridden. Far from compromising suspension performance, Specialized has actually utilised the inherent spring force of those flex stays to its advantage.

Custom-tuned magic

Whereas some flex-stay designs can get a bit skittish on bigger impacts, the Stumpjumper manages to maintain excellent composure at speed, with the rear wheel getting out of the way quickly when required. Part of this comes down to the digressive piston inside the shock. While there’s strong low-speed support at lower shaft speeds to provide a stable pedalling platform, the compression damping deliberately drops off at higher speeds, so that it doesn’t choke up when you’re hammering into square-edge hits.

Where things get a little more custom inside the shock, is the fact that Specialized chose to re-valve the rebound element of the digressive main piston. Instead of being digressive , the rebound tune is actually progressive. It’s the opposite of the compression tune. This means at lower speeds, the shock’s rebound is light, fast and responsive. At higher shaft speeds, the rebound damping force builds to better control the shock on bigger impacts. This is partly necessary due to the carbon flex stays, which do build spring force towards the end of the travel. Specialized’s solution to this was the progressive rebound tune, which increases deep-stroke support, preventing the rear end from springing back too quickly.

That might all sound quite marketing-heavy, but I can say the custom shock tune plays out beautifully on the trail. There’s plenty of usable travel here, and while the overall leverage rate is progressive, it’s consistent throughout the travel. Combined with the big EVOL air can, the suspension remains active deeper into its travel, and it never feels too rampy. Bigger drops to flat resulted in full compression, but that only occurred once or maybe twice during a ride for me. If you did want more progression, it’s possible to fit a bigger volume spacer than the stock 0.6³ spacer. Likewise, you can go more linear by downsizing to a smaller spacer.

Climbing efficiency

While improved efficiency was part of the Stumpjumper’s selling features, I initially found the suspension to be a little too active on the climbs when the shock was set wide-open. The main pivot sits in-line with the chainring, so while there is some anti-squat present, that anti-squat isn’t as obvious as it is with a dw-link or Maestro bike. The Stumpjumper will still stand to attention when pedalling hard during short sprinting efforts, but interaction between the suspension and chain torque has deliberately been kept on the more neutral side. Instead of relying on heaps of anti-squat to make it pedal well, the Stumpjumper is designed to work a little more closely with the shock’s compression damping.

The Float DPS shock features a three-position compression lever, which gives you Open, Medium & Firm modes. Compression damping increases in the Medium and Firm modes, both of which are usable for off-road riding. While the Firm position isn’t a full lockout, it does lift the shock a bit more, providing a stronger pedalling platform in the process. I made full use of that during the road commute to and from the trails, and on longer fireroad climbs. If you don’t mind flicking levers, and your rides have a greater separation between climbing and descending, this is a great way to provide you with the pedal platform when you need it, but still have access to the buttery smooth Open mode for uninterrupted performance on rougher descents, where you want maximum comfort and traction.

A lot of my rides are much more undulating though. With less mountains on my back doorstep, the local trails traverse along and over ridgelines, with sections of rough ‘n’ rowdy descents rudely interrupted by punishing staccato climbs. As well as giving your dropper post thumb a workout, these surprise pinches don’t always give you time to manually switch suspension settings.

For this type of technical trail riding, where the elevation profile looks more like shark teeth than a big M, I found the best setup was to leave the shock in the Open mode, but to make use of the additional low-speed compression damping. This can be tuned via the black cam on top of the blue compression lever, which gives you three more settings to fine-tune the compression damping of the Open mode. I was surprised to feel a considerable difference between all three settings, with a noticeable and usable increase in support in position two. As well as improving pedalling efficiency and stability on the climbs, it also gave my feet more platform to push off of while pumping the bike through rolling terrain, improving overall response and agility.

This ended up being my preferred setting, as it allows you to leave the shock in the Open mode while riding off-road, with less need to toggle the blue compression switch. Once dialled in with a little more compression control, the Stumpjumper delivers a really nice balance between efficient pedalling and active suspension performance. Traction is excellent, and combined with the low gearing and roomy cockpit, the lightweight Stumpjumper is a marvellous technical climber.

Smashing pedals? There’s a flip chip for that

Although the new Stumpjumper is considerably more stable than its predecessor, the lower bottom bracket is noticeable in other ways too. In general, I’ve found Specialized to prioritise a lower centre of gravity across its mountain bike range, which generally results in excellent descending stability and more steadfast cornering. The tradeoff with the lower BB is the greater chance of clipping your pedals on rocky, ledgy climbs.

What I noticed more was the slightly steeper seat tube angle on the climbs and the extra 7mm of ground clearance – there were far fewer pedal strikes as a result.

It is possible to get more ground clearance by flipping the geometry flip chip into the High position. Compared to something like Trek’s Mino Link system, Specialized’s version isn’t the most user-friendly solution, as you do need to remove the shock entirely from the frame to get access to the stainless steel inserts inside the lower shock mount. It’s also not immediately clear which setting you’re in.

I did try the High position during a ride to quantify the effect. It’s a reasonably subtle change – particularly compared to the geometry adjustment on the new Giant Trance X. On the Stumpjumper, the angles only kick back half a degree, and that means the head angle remains pretty slack at 65.5°. The steering does speed up a touch, and the bike isn’t quite as planted while descending, but it’s a small change. What I noticed more was the slightly steeper seat tube angle on the climbs and the extra 7mm of ground clearance – there were far fewer pedal strikes as a result.

While I suspect the vast majority of riders will leave this chip in the stock Low position, those who are riding more rugged and natural terrain with a lot tech-heavy climbing, really owe it to themselves to try out the High position.

Specialized Stumpjumper vs Stumpjumper EVO

So having ridden both bikes back to back on the same trails, how do the two compare?

Certainly alongside the last generation models, there is now a more obvious separation between the two platforms. As well as having an extra 20mm of travel at both ends and the angle-adjustable headset, the Stumpjumper EVO also has a much burlier build kit – you get a piggyback shock, the bigger 36 fork, Code brakes, 200mm rotors, wider bars and stickier rubber. All up, it’s about a kilo heavier than the regular Stumpjumper, with half of that being in the frame alone.

The result is that the Stumpjumper is a much better climber, with better efficiency and outright rolling speed. It’s more lively on the trail too, with sharper cornering manners and more pop thanks to the springier back end. On awkward tech climbs, it’s considerably more responsive to weight shifts and power moves when you need to thrust the bike up and over obstacles. It really is an impressive climber.

As mentioned earlier, the Stumpjumper’s suspension doesn’t track the ground with the same marshmellow-plushness of the Stumpjumper EVO. Thanks to the STEVO’s buttery suspension, lower BB and stickier rubber, it has noticeably more grip on sketchy surfaces, allowing you to lean in harder through the turns. Cornering on that bike is an absolute grin-fest. And certainly on janky tech trails, it’s easier to feel comfortable and confident, with a wider margin for error. You can plough on the STEVO, whereas you have to be more considered with your line choice on the Stumpjumper, particularly with the lighter 34 fork up front.

It’s worth noting that you can beef up the regular Stumpjumper to close the gap a little. The frame is rated for a 150mm travel fork, and you could always fit stickier rubber – there’s even clearance for up to a 2.5in tyre in the back. Overall though, it’s focussed on being more of an all-round trail bike, whereas the STEVO is much more biased towards descending performance, giving it a stronger enduro vibe.

Stumpjumper vs Giant Trance X vs Trek Fuel EX?

I’ve spent a fair amount of time on both the Trek Fuel EX and the Giant Trance X – two direct competitors to the new Stumpjumper. Here’s a brief overview of how those bikes compare;

The Trek Fuel EX is identical to the Stumpjumper in terms of travel, and it’s also offered in six frame sizes, covering a huge range of rider heights. The geometry isn’t quite as contemporary as the Stumpjumper though, with the Fuel EX getting a steeper head angle (66°), a shorter reach (440mm) and a shorter wheelbase as a result (1179mm). Where things get interesting though is the beefier chassis on the Fuel EX, which gives it a super solid and responsive feel on the trail, if a little less comfort overall. That’s mirrored by the robust build kit that includes a Fox 36 fork and 2.6in wide semi-chubby rubber. Rear suspension is also superb on the Fuel EX thanks to the slippery Thru-Shaft shock, and I’d say it’s a touch more supple than the Stumpjumper. That gives it a load of dynamic control and stability in the rough, though it’s not quite as lively on twisty singletrack, and it’s also not as zippy up the climbs as the Stumpjumper.

The Giant Trance X is a more complicated comparison, as its travel (150/135mm) sees it straddling the gap between the Stumpjumper and Stumpjumper EVO. I’d say that’s also the case in terms of ride quality. It isn’t as sprightly as the Stumpjumper, though it does offer a bit more stability on the descents thanks to a slightly longer reach (456mm) and wheelbase (1205mm). The Fox 36 certainly helps out here, and so does the excellent Maxxis tyre combo. It’s a seriously comfortable climber though – the seat angle is steep (77.2°) and the Maestro platform pedals impressively well. While much of the geometry is contemporary, Giant only offers the Trance X in four frame sizes though, and the seat tubes are on the long side, so sizing choices are more limited. And unlike the Fuel EX and Stumpjumper, there’s no downtube storage – something to consider for those pursuing the pack-less dream.

Component highs & lows

As we should expect for a bike costing $12K, there are few holes to pick in the Stumpjumper Pro’s armour. Admittedly much of what you’re paying for is found in the chassis and suspension, which are finished to a very high level.

Once you go SWAT, you never go back. All the essentials on your bike, with less need for a pack.

This quality is evident in the Stumpjumper’s beautifully quiet performance on the trail – there was no cable rattle, no chain slap, no spoke pinging, and no creaks or groans from any of the main junction points. Everything has stayed tight and quiet so far, and I love the practicalities that Specialized has built into the frame, including the excellent SWAT storage, the included multi-tool, guided cable routing, and substantial frame protection.

All-round versatility has also been bolstered by a well-considered parts selection. The Butcher/Purgatory tyre combo is a great setup for trail riding, with robust cornering control that is well suited to our mostly dry, loose and rocky conditions in Australia. The GRIPTON compound isn’t as sticky as the new T9 Butcher that comes on the STEVO, but the firmer rubber compound does roll with a lot less resistance. And while the faster-rolling Purgatory can get gunked-up on wet trails, it otherwise provides decent climbing and braking bite, and it can be pushed into drift sooner than the Butcher, helping you to square off rapid corners.

Specialized certainly could have gone lighter here if it wanted – both tyres weigh in a bit over a kilo each. If you wanted more rolling speed, lower-profile tyres with thinner casings would be an easy way to drop some rotational mass on smoother trails. You could also go lighter on the wheels, which came in at 1,860g on our scales. I had no issues with tubeless setup or durability though, and it’s good to see standard J-bend spokes and bulletproof DT Swiss 350 hubs with a Star Ratchet freehub mechanism.

As expected, the Stumpjumper’s contact points are spot-on. The in-house Bridge saddle is wonderfully comfortable, the Deity grips offer good vibration damping, and the Copperhead stem is a really nice touch. The carbon handlebar is quite stiff though – the profile is fine, but there’s a very direct connection between your palms and the trail surface. Hey bike industry – can we please go back to 31.8mm bars now?

Your thumbs are in for a real treat via the smooth and adjustable X01 shift paddle, and the textured profile of the Fox 1X dropper lever. The dropper itself worked without drama, even with the alloy shim that steps the frame’s 34.9mm seat tube down to the 30.9mm post. The Transfer’s new saddle clamp system is much more user friendly, providing a broader range of adjustment along with easier access to the two retention bolts. It also doesn’t look too weird when you have the saddle slammed all the way forward.

SRAM’s G2 brakes are noticeably less powerful than the Codes, though what they miss in anchor-dropping power, they make up for with superb modulation and lever feel. And the tool-free reach and pad contact adjustment allow you to dial them in easily. Again, they’re a great match for the Stumpjumper’s intentions.

While the drivetrain isn’t a full X01 setup (Specialized short-changes you with a cheaper Descendent crankset), everything performed fine. And it’s nice to see a 30T chainring combined with the 52T cassette sprocket, which gives you access to a properly high-RPM climbing gear for making the most of the Stumpjumper’s enthusiastic climbing abilities.

Flow’s Verdict

Specialized’s consolidation of its full suspension lineup hasn’t just made things a lot simpler for consumers – it’s also helped to draw a clear line in the sand between the Stumpjumper and Stumpjumper EVO. This reinvigoration has given new purpose to both bikes, and they’re all the better for it.

With its newly refined carbon frame, lower weight and improved pedalling performance, the Stumpjumper is more versatile than ever before. It’s a terrific technical climber, and the shortened travel and new carbon flex-stay suspension has pumped in a healthy amount of enthusiasm, giving it a load of pop and agility for darting through snakey singletrack. Even without the FSR pivot though, there’s still an impressive level of technical trail control here – it’s a supple, fully-active design. Add in the cleverly custom-tuned shock, up-to-date geometry, the practical build kit and GRIP2 fork, and the Stumpjumper Pro is more than ready for high-BPM ripping.

Aussie enduro racers and aggressive types who like to rack up air miles and bomb down the steepest of gnar will naturally gravitate towards the Stumpjumper EVO. If shuttles, goggles, knee pads and doubles are more your jam, then it’s the bigger and badder EVO that will sing the right tune for you.

But for riders after a more sprightly bike that they can pedal around all day long, while still placing an emphasis on finding flow and building speed on technical trails, then the Stumpjumper stands as one of the best and most versatile trail bikes currently on the market.

• Submit for Review
• Terms & Conditions

Enjoy reading this?

Get similar articles delivered directly to your inbox

• ELITE MEN’S AND WOMEN’S ENDURO RESULTS AND STANDINGS FROM LOUDENVIELLE, FRANCE
• AMERICA’S RICHIE RUDE CLINCHES UCI ENDURO WORLD CUP TITLE
• FLASHBACK FRIDAY: 37 YEARS AGO IN MOUNTAIN BIKE ACTION
• THROWBACK THURSDAY: TOBY HENDERSON RIDES AN EARLY FAT BIKE IN 1993

REVIEW: ONEUP THICK GRIPS – COMFORT AND CONTROL FOR BIGGER HANDS

• ARI BIKES UNVEILS THE SUPERIOR PEAK DOWNHILL BIKE
• UCI WORLD CUP DOWNHILL AND ENDURO RACING RESUMES THIS WEEKEND
• VIDEO: ‘HERE. THERE. EVERYWHERE.’ – MIRANDA MILLER DISCOVERS JESMOND PEAK BC
• LONG TERM REVIEW: YETI SB120 – BLURING THE LINES OF CROSS COUNTRY AND TRAIL MOUNTAIN BIKES
• FLY RACING JUMPS INTO 2025

Specialized Stumpjumper or Trek Fuel EX?

Q: I’m looking for my first dual-suspension bike and gathered the Specialized Stumpjumper FSR Comp is a great option, but also that the Camber is an excellent choice for the budget conscious. My other favorites are the Trek Fuel EX 7 and EX 8. I’m 6’3″ and 220 pounds and love to race my buddies up hills, because I usually win. I have excellent dealers for both brands in my town. -Vince needs convincing}

Hit the following link to ask Mountain Bike Action a question: [email protected]

2012 Mountain Bike World Cups And Olympics Dates Announced

Shimano Unveils the New XT

ASK MBA: IS COIL SPRUNG SUSPENSION WORTH THE EXTRA WEIGHT?

ASK MBA: HOW DO I FIGURE OUT MY MOUNTAIN BIKE’S IDEAL BRAKE HOSE LENGTH?

ASK MBA: IS IT EVER OK TO CLAMP A BIKE AT THE FRAME IN A WORKSTAND?

ASK MBA: WHY DOES MY NEW TIRE WOBBLE ON A PERFECTY TRUE RIM?

mountainbikeaction

- Since 1986 - Covering All Aspects of ⛰🚲 #MBAmagazine

• Bike Builds
• Cross Country Bikes
• Downhill Bikes
• Enduro Bikes
• Hardtail Bikes
• Trail Bikes

REVIEW: STAN’S FLOW MK4 WHEELS WITH M-PULSE HUBS

FOX TRANSFER NEO WIRELESS DROPPER SEATPOST REVIEW

CANNONDALE TRACT HELMET REVIEW

VIDEO: KRISS KYLE BLURS THE LINES OF BMX AND MTB IN ‘DREAMLINE’

VIDEO: VICTOR KORETZKY’S MISTAKE THAT LET TOM PIDCOCK WIN OLYMPIC GOLD

VIDEO: BC INTERIOR FREERIDING WITH THE VAN STEENBERGENS AND OTHERS IN “MIXED…

RACE REPLAY: ROUND 3 OF THE MONSTER PRO DOWNHILL SERIES FROM SNOW SUMMIT

MOUNTAIN BIKE SETUP 101 – A BEGINNERS GUIDE TO DIALING IN YOUR NEW RIDE

FINDING THAT ELUSIVE CREAK

HOW TO INSTALL A TUBELESS TIRE AT HOME WITHOUT A COMPRESSOR

INTERNAL ROUTING THE EASY WAY – CHEAT CODES FOR CABLE AND HOSE ROUTING

BIKE CHECK: ERIC PORTER’S DIAMONDBACK YOWIE

INSIDE THE PROS’ BIKES WITH MATHIEU VAN DER POEL

BIKE CHECK: MARK WEIR’S VERY CUSTOM CANNONDALE MOTERRA

BIKE CHECK: BRYN ATKINSON’S PIVOT SHUTTLE LT E-BIKE

• Mountain Bike Action
• Digital Mountain Bike Action
• Back Issues
• NICA Team of the Month
• B’s Buzz

HOW AN INNER CITY PUMP TRACK IS CHANGING LIVES IN LOS ANGELES

10 REASONS TO RIDE SKYPARK

MASTER BIKE BUILDERS SHOW IS RETURNING TO BENTONVILLE IN SEPTEMBER

DESTINATION: CAPPADOCIA, TURKEY – ICY TRAILS AND FAIRY TALES

USA WINS GOLD AND SILVER IN THE U23 SHORT-TRACK RACES AT THE WORLD CHAMPIONSHIPS

USA CYCLING ANNOUNCES 2024 MOUNTAIN BIKE WORLD CHAMPIONSHIPS TEAM

MONSTER ENERGY PRO DOWNHILL: FINAL RESULTS & TIMING DETAILS (UPDATED)

MONSTER ENERGY PRO DOWNHILL, BIG BEAR, CALIFORNIA: SEEDING RESULTS

PHOTO GALLERY: THIS MONTH’S BEST READER SUBMITTED PHOTOS

PHOTO GALLERY: OUR FAVORITE READER SUBMITTED PHOTOS

READER SENDS: THIS MONTH’S BEST READER-SUBMITTED PHOTOS

READER SENDS – THIS MONTH’S BEST READER SUBMITTED PHOTOS

• Anneke’s Blog
• Down The Trail

Udmurtia history & culture, Kalashnikov & Chaikovsky 2-day tour to Udmurtia covering its capital Izhevsk and second city Votkinsk Udmurtia The history of Udmurtia starts in ancient times, when the Udmurt people lived in the current Kirov and Tatarstan areas. Ethnic conflicts with other local people (among which the Tatars) as well ,as violent christianisation drove the Udmurts to the north-east, further away of the banks of the Volga river. They settled down in an uninhabited area around the Izh River, which later became the Republic of Udmurtia. The first Russians came to Udmurtia in the 12th century, but it was not until 1552 - when the Russians overthrew the Tatar leadership of neighbouring Tatarstan - that Russian presence in Udmurtia became obvious with foundation of towns. Izhevsk Izhevsk, the city that became capital of Udmurtia in 1921, was founded in 1760 on the banks of the Izh river/pond ,as a settlement for the workmen of a local iron plant producing ship anchors. In the early 1800's, arms and tool factories were built. It was mainly the arms (and arms mechanics) industry that hugely developed over a relatively short period of time.Until now it supplied 12,5 million (!) arms to the army. It is the very same industry that Izhevsk became famous for - especially when Kalashnikov, a local mechanics engineer, had his huge successes in gun engineering. Kalashnikov became a Soviet hero when his AK-47 won many (international) prizes and eventually became the world's most popular automatic machine gun. Modern Izhevsk has 800.000 inhabitants, of which one third are Udmurts. In spite of its importance, Izhevsk has poor transport connections,it is not located at the Trans Siberian Railroad - but it can be easily accessed by road from Perm... Program Day 1 Transfer (5 hours) from Perm to Izhevsk in the morning. Small tour through the centre, seeing the Udmurt presidential residence, the Great Patriotic War memorial with its eternal flame and the central orthodox church. Visit to the Kalashnikov Museum, a large and very modern museum, which boasts a complete range of Kalashnikov models. The world famous AK-47 is, of course, among the collection. Lunch on arrival. Visit to the"National centre of decorative and applied art of Udmurtia". The centre functions as a museum, but additionally offers several workshops where one can see how art is applied, including patterned weaving, patterned needlework, decorative wood working, decorative painting, etc. The centre has a large souvenir shop - the only of its kind where traditional Udmurt applied art (its own work) can be purchased. The building in which the museum is located was built in 1810 and now is an architectural monument. Transfer to architectural and ethnographic museum “Ludervai” ( 20 km). Excursion in the museum with demonstration of udmurt folklore ceremonies and traditions. Transfer back to Izhevsk. Dinner in museum-inn "Podkova". Podkova is a strikingly original combination of a restaurant and ethnographic museum, of which the excellent menu offers some traditional Udmurt dishes. Transfer to hotel, overnight stay in hotel in centre of Izhevsk. Day 2 Breakfast. The Udmurt language (Finno-Ugric) originally had no written form. Instead, decorative art (always rich in colour and variety of typical patterns) was commonly practised to replace the need of cultural expression. It is this very skill that the Udmurts remain famous for in present times. Transfer to Votkinsk, the town where famous composer Chaikovsky was born and spend 8,5 years of his life. Just before arrival in Votkinsk, a short visit to the museum of Galina Kulakova - Udmurtia's most famous sport legend (cross country skiing) - is planned. She won silver and bronze on the winter olympics in Grenoble in 1968, three times gold in Sapporo (1972), gold and bronze in Innsbruck (1976) and silver in Lake Placid (1980). Lunch on arrival in Votkinsk. Visit to the impressive former house of Chaikovsky: the Chaikovsky Museum. Excursion 2 hours. Transfer to Chaikovsky (town on the way to Perm, south of Perm region). Visit to ethnographic museum “Saigatka”. Transfer to Perm, arrival in the evening. Optional program. Dinner. Overnight stay at the museum-house of artists Svedomsky. Day 3 Breakfast. Transfer to Perm. On the way stop in the town of Osa, visit to museum of local lore with unique diorama of historic events, that took place in the 17 th century. Lunch. Arrival to Perm in the evening.   Persons 2 3 4 5 6 7 8-12 12-16 16+ 2-day tour to Udmurtia 942 786 577 504 455 421 394 375 req. Optional 3-day tour 1188 898 752 665 608 567 535 521 req. Prices p.p. in euro (€), subject to change Back to Cultural tours page

• Visit Our Blog about Russia to know more about Russian sights, history
• Check out our Russian cities and regions guides
• Follow us on Twitter and Facebook to better understand Russia
• Info about getting Russian visa , the main airports , how to rent an apartment
• Our Expert answers your questions about Russia, some tips about sending flowers

Russian regions

• Bashkortostan republic
• Chuvashia republic
• Kirov oblast
• Mari El republic
• Mordovia republic
• Nizhegorodskaya oblast
• Orenburg oblast
• Penza oblast
• Samara oblast
• Saratov oblast
• Tatarstan republic
• Udmurt republic
• Ulyanovsk oblast
• Map of Russia
• All cities and regions
• Blog about Russia
• News from Russia
• How to get a visa
• Flights to Russia
• Russian hotels
• Renting apartments
• Russian currency
• FIFA World Cup 2018
• Submit an article
• Flowers to Russia
• Ask our Expert

The Udmurtia Republic, Russia

The capital city of Udmurt republic: Izhevsk .

The Udmurtia Republic - Overview

The Republic of Udmurtia or the Udmurt Republic is a federal subject of Russia, part of the Volga Federal District. Izhevsk is the capital city of the region.

The population of the Udmurtia Republic is about 1,484,500 (2022), the area - 42,061 sq. km.

Udmurt republic flag

Udmurt republic coat of arms.

Udmurt republic anthem

Udmurt republic map, russia, udmurt republic latest news and posts from our blog:.

3 June, 2011 / The explosion of ammunition depots in Udmurtia .

History of Udmurtia

According to archaeological sites, the first people began to settle on the territory of present Udmurtia in the Mesolithic Age (7-10 thousand years ago). In the subsequent archaeological epochs, in the western Urals, the processes of differentiation of the ancient Finno-Ugric population took place. Later, about one thousand years ago, the Udmurt ethnos formed.

In the 10th century, significant impact on the ancient Udmurts was their inclusion in the Volga Bulgaria state. Since the 13th century, the southern Udmurts were under the influence of the Golden Horde, and then - the Kazan Khanate. The largest handicraft, cult and administrative center of the northern Udmurts, who remained independent during the Middle Ages, was Idnakar.

In the 12th-13th centuries, the first Russian settlements appeared on the Vyatka River. By the 15th century, the northern Udmurts were included in the Grand Duchy of Moscow. In 1552, after Moscow conquered the Kazan Khanate, the northern and southern Udmurts found themselves within the borders of one state.

More Historical Facts…

In the 17th-18th centuries, the development of this territory began, the first enterprises were built, metallurgy and production of weapons were the most developed industries. Since 1731, the mass conversion of the Udmurts to Christianity began.

Until the middle of the 18th century, the population of Udmurtia was engaged mainly in agriculture and crafts. In the late 1750s and early 1760s, the largest industrial enterprises - Izhevsk and Votkinsk plants were built. In 1774-1775, the Udmurts took part in the peasant war led by Emelian Pugachev.

In the second half of the 19th century, there was a rapid development of industrial production, new factories, schools, gymnasiums were opened. In 1889, in the south of the territory of present Udmurtia, the first railways were built. The railways played an important role in the economic development of the region. In the 18th - early 20th centuries, the Udmurt lands were part of the Vyatka province.

On November 4, 1920, Votskaya Autonomous Oblast was formed. In 1921, Izhevsk became the capital city of the region. On January 1, 1932, it was renamed into Udmurt Autonomous Oblast. On December 28, 1934, it became the Udmurt Autonomous Soviet Socialist Republic. During the Second World War, dozens of industrial enterprises from Kiev, Kharkov, Baku, Odessa, Podolsk and other cities were evacuated to Udmurtia.

On November 4, 1990, the Supreme Soviet of the Udmurt ASSR proclaimed the sovereignty of the republic, the region received a new name - the Udmurt Republic or simply Udmurtia. The collapse of the USSR caused a deep crisis in the economy of Udmurtia, which especially struck the engineering industry focused on military production.

Today, the status of the national republic and the defense orientation of the region’s industry largely determine the socio-economic and cultural identity of the Republic of Udmurtia.

Beautiful nature of Udmurtia

Hilly landscape of Udmurtia

Author: Iliya Chirkov

Udmurtia scenery

Author: Victor Sergeev

Winter in Udmurtia

Author: Aivar Ruukel

Udmurtia - Features

Udmurtia is located in the east of the East European Plain, on the territory adjacent to the western slope of the Urals. The length of the territory from north to south is about 297 km, from west to east - 200 km.

The climate is moderately continental with cold snowy winters and warm summers. The average temperature in July is about plus 18 degrees Celsius, in January - minus 14 degrees Celsius.

The Udmurts are the indigenous population of the region. It is one of the ancient East-Finnish peoples of the northwestern forest area of the Urals. The total number of the Udmurts in the world is about 750 thousand people. About 65% of them live in the Udmurt Republic. The state languages of the republic are Russian and Udmurt.

The national composition of Udmurtia according to the 2010 census: Russians (62.2%), Udmurts (28%), Tatars (6.7%). The largest cities and towns of Udmurtia are Izhevsk (645,200), Votkinsk (96,100), Sarapul (93,400), Glazov (91,200), Mozhga (48,200).

The main mineral resource of Udmurtia is oil. The explored industrial oil reserves are about 300 million tons, with an annual production of 10 million tons. Today, all major deposits have been developed for decades and are in the stage of falling production. The republic also produces coal and peat.

Udmurtia also has industrial reserves of limestone, dolomite, building sand, crushed stone, clay for production of bricks, building stone, sand-gravel mixture. About 46% of the territory is covered with forests, half of which are coniferous.

The largest rivers of Udmurtia - the Kama and the Vyatka - have origins in the north of the republic. From the south-east and south, Udmurtia is washed by the Votkinsk and Nizhnekamsk reservoirs, formed on the Kama River as a result of the construction of dams of hydroelectric power stations.

Udmurtia - Economy

The Udmurt Republic is a region with developed industry and diversified agricultural production. It has the highest concentration of defense enterprises in Russia. The main industries are machine building, metalworking, ferrous metallurgy, and woodworking.

Cars and vans, paper machines, motorcycles, equipment for oil fields, hunting and sporting guns, chemical equipment are produced in the region. Izhmash (formerly Izhevsk Arms Factory) is Russia’s largest producer of small arms, created by the decree of Emperor Alexander I in 1807. Logging is conducted in the northern and western parts of the republic.

Agricultural lands occupy about 50% of the territory of the republic. Rye, wheat, buckwheat, barley, oats, millet, peas, corn, sunflower, flax, rape, potatoes, vegetables, forage crops are grown.

The only airport of the republic is located in Izhevsk. Several federal highways pass through the territory of Udmurtia: M7 (access to Izhevsk and Perm), P320, P321, P322. The leading role in interregional relations of the Udmurt Republic is played by rail transport carrying out the bulk of interregional transport of goods and passengers.

Pictures of the Udmurt Republic

Village in the Udmurt Republic

Author: Nadezda Shklyaeva

Pond in Udmurtia

Author: Andreev Sergey

Field road in Udmurtia

Author: Joonas Tuuling

Tourism in Udmurtia

Tourist complex of Udmurtia includes about 2.5 thousand objects. Many of them are related to the life and work of such world-famous people as Peter Ilyich Tchaikovsky, Mikhail Timofeevich Kalashnikov, Galina Alekseevna Kulakova, Nadezhda Andreevna Durova.

There are more than 150 accommodation places for tourists, 32 museums, over 2 thousand historical and cultural monuments, natural parks, reserves and monuments, sports complexes. Rural tourism is also developing. The reception of tourists in rural areas is organized by about 150 private households.

The main souvenirs of Udmurtia are handicrafts: woven bags, tapestries, felt products, folk toys, carved wooden souvenirs, boxes, birch bark, trinkets made from Ural gems.

The main sights of Udmurtia:

• Museum-Exhibition Complex named after Kalashnikov in the central square of Izhevsk,
• Architectural and Ethnographic Museum-Reserve “Ludorvai” located not far from Izhevsk, examples of old Russian and Udmurt buildings,
• House-Estate of Tchaikovsky in Votkinsk,
• Sarapul - a town where you can feel the atmosphere of pre-revolutionary Russia; the pearl of Sarapul is the villa of the merchant Bashenin;
• Source of the Kama River in the village of Kuliga in Debessky district,
• Old Believers villages in the north of the Udmurt Republic and the Siberian tract museum (Igrinsky district), a place where you can feel like a convict of the Russian Empire times,
• Cedar Grove in Zayakino - a nature monument of regional importance,
• Zuevy Springs - the southernmost point of Udmurtia where the Kama spreads almost to the horizon, pilgrims from all over Russia come here to visit the Holy and Gremyachiy springs with healing water,
• Mount Baigurez - a hill on the bank of the Cheptsa River, one of the most beautiful places in Udmurtia with a magnificent view of the surroundings,
• Baba Yaga Residence in the village of Kotlovka in Grahovsky district, on the bank of the Yaga River. Baba Yaga is a character (a forest witch) of Russian folk tales,
• Holy Assumption Convent in the village of Perevoznoye in Votkinskiy district.

There are several sanatoriums and curing resorts in Udmurtia, the largest of them are “Varzi-Yatchi”, “Metallurg” (located in Izhevsk) and “Uva”. In 2000s, new recreation centers came into being - the mountain skiing centers of “Chekeril” and “Nechkino”.

Natural parks of the Udmurt Republic:

• National Park “Nechkinsky” on the coast of the Kama River,
• Natural Park “Sharkan” (Sharkansky district),
• Natural Park “Ust-Belsk” (Karakulinsky district),
• State Natural Reserve “Kokmansky”,
• State Natural Botanical Reserve “Andreevsky Pine Forest”.

Udmurt republic of Russia photos

Author: Nadezhda Danilova

Country life in Udmurtia

Author: Urasinov Yury

Paved road in Udmurtia

Author: Andrey Omelchenko

Churches in the Republic of Udmurtia

Wooden church in the Udmurt Republic

Church in Udmurtia

Cathedral in the Udmurt Republic

Author: Rudolf Kaldin

The comments of our visitors

• Currently 3.01/5

Rating: 3.0 /5 (216 votes cast)