We tested the new SCOTT Spark RC 2027: all the keys and sensations

In the universe of Cross Country, the Scott Spark is one of the great references. Over the years, it has been setting the path for the modality with each evolution: it was a pioneer in geometry, suspensions, and capacity. For 2027, it is completely renewed. It maintains the characteristic hidden shock absorber, yes, but with a redesigned suspension system from top to bottom.

We tested the SCOTT Spark RC 2027: complete analysis of the bike that Nino Schurter has already won with

To get to know it and test it thoroughly, we attended its international presentation in Italy to try it out, and in addition, we have had a unit at home to ride it extensively. Here we tell you what the new Spark RC hides and, above all, how it differs from the one we knew.

The Spark has been marking the evolution of XC duals for generations. It was one of the lightest full-suspension bikes on the market, one of the pioneers in adopting modern progressive geometries, and in its previous version, it revolutionized the landscape by placing the shock absorber inside the frame and increasing the travel to 120 mm. That bike was presented in 2021 as the 2022 range, and five years later, it has not fallen behind in geometry or performance.

The suspension system changes completely and allows for a lighter frame

The new Spark remains true to those concepts—hidden shock absorber, 120 mm, and adjustable geometry—but the renewal is profound. The main change is in the location of the shock absorber, now horizontal and even lower than before. To achieve this, the suspension system has been reinvented.

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Where the previous Spark was a single pivot with a link that took advantage of the flex of the stays, the 2027 features an inverted swingarm. The main pivot point barely moves compared to the previous model, just a few millimeters higher and forward. The difference lies in the link system, which now works at the bottom bracket: its central pivot point is concentric to the axle.

Below, the chainstays are anchored, which move the assembly, and above, already hidden, it connects to the shock absorber via a bearing to achieve the smoothest possible operation.

This approach concentrates more joints in an area exposed to mud and dirt, so Scott resorts to high-quality bearings: Ceramic Speed in the HMX and HMX-SL frames—with a lifetime warranty—and stainless steel in the HMF, always with double sealing.

Although on paper it remains a single pivot without a rear articulation, efforts have been made to minimize the necessary flex of the swingarm throughout the travel. We had the opportunity to manipulate a frame without a mounted shock absorber, and the movement does not offer noticeable resistance from the swingarm.

According to the project leaders, this design adds several advantages at once. The main one is a very low center of gravity, with joints, bearings, and shock absorber concentrated at the bottom bracket. And since that area needs to be reinforced in any case—it is the one that receives the most loads and where it is important to optimize stiffness to transmit the pedal stroke well—there is no need to add material in other parts of the frame. The result is a spectacular weight: 1,427 grams for the HMX-SL carbon frame, already painted and with the shock covers but without the shock absorber; 1,570 g for the HMX and 1,793 g for the HMF.

Goodbye TwinLoc, hello full compatibility with shock absorbers

And here appears one of the innovations that clears up the most doubts regarding the previous Spark. That one depended on a proprietary shock absorber managed by the three-position TwinLoc system, and changing it was not easy. The 2027 makes a 180-degree turn: although it comes with custom-tuned shocks for the platform—RockShox or Fox—its size is the standard 190x45, so it accepts any shock absorber on the market. Thus, the classic TwinLoc remote disappears in favor of total compatibility and, in the high-end models, electronic suspension Flight Attendant.

New frame with adjusted stiffness and full of details

Attending a presentation where the engineers themselves are waiting to explain each design decision always gives an idea of how refined a bike is. And the Spark is.

One of the most worked aspects is the distribution of stiffness throughout the frame. Today, very high stiffness levels can be achieved, but more is not always better in real use. That’s why a controlled flex has been sought in points like the swingarm, and each size has its own layup to adjust the stiffness index to the user’s size. The idea is that the whole set—tire, wheel, and frame—works to maximize grip because excess stiffness in certain points can have the opposite effect.

The frame is full of well-thought-out solutions, the result of the joint work of Scott and the Syncros department. The most striking is the main cover of the shock absorber, integrated into the lower curve of the rear triangle. Due to its shape and position, small magnets keep it perfectly fixed—without the risk of it coming loose—and, at the same time, it is removed with surprising ease. In models without Flight Attendant, it is a closed cover that leaves such clean lines that it’s hard to believe that a shock absorber fits inside; in high-end models with Flight Attendant, it incorporates an opening to house the battery. In case water enters, the frame has a drainage hole at its lowest point, and the contour of the cover has a rubber gasket for sealing and to avoid noise.

Internal storage for tools and spares

This cover not only provides access to the shock absorber. Taking advantage of the space to store spares and tools, Syncros has designed the «Save the Day» kit: an elongated bag with TPU tube, a small pump, and tire levers, along with a holder for a mini tool that allows you to adjust almost the entire bike—6 mm Allen for the wheel, Torx 25, and a 3 or 2.5 mm Allen, depending on the shock absorber, for suspension adjustment—.

SAG adjustment without opening anything

There is a second, smaller cover next to the tire, which provides access to the rear shock anchor and its travel indicator. Its use is less frequent, so the closure is firmer, although still easy to manipulate. Both covers are painted and integrated into the decoration. In any case, to adjust the sag and control the use of travel, there is no need to open anything: as in the previous Spark, there is a visible guide, now located at the bottom bracket.

Accepts dropper posts up to 200mm and 2 bottles 

Among the other details, the anchors for the second bottle cage, removable to avoid interrupting the inside of the seat tube, stand out. Thus, the maximum insertion of the post is huge, 320 mm in size M: as standard, the M mounts a 150 mm post, but the frame accepts long travels—up to 200 mm in the larger sizes—. When the second bottle cage is not used, well-integrated rubber caps close the gaps.

New internal Octopus wiring

The frame also incorporates a small rear fender that hugs the reinforcement of the stays without the need for a threaded insert, so that when removed, the frame remains clean. The routing of the cables still passes through the head tube, and to organize it, Syncros has designed the Octopus Cable Routing system: color-coded guides that start from the head tube and lead each cable to its anchor.

It weighs only 28 grams and, as a curiosity, we were told that both the Octopus and the plastic supports of the «Save the Day» can be removed for racing and save up to 100 grams. The head tube, by the way, has a rotation stop to prevent the controls from hitting the top tube in case of a fall.

More capable geometry, without extravagance

The Spark set trends in geometry for several generations, but we have reached a point of maturity where, in 29", there is probably not much left to invent. The new version introduces some tweaks to gain capability, without radical changes.

The steering geometry remains adjustable via steering cups. The Spark RC comes standard in the most upright position and allows you to open up the steering by about 1° by reversing the cups, or to stay in an intermediate position with the cups in the neutral setting.

With the stock configuration, and using size M as a reference, the reach increases to 455.9 mm and the stack decreases to 592.2 mm, partly due to a very short 88 mm steerer tube. The head angle is 66.3°, and the seat tube angle is 75.2°. The chainstays are shortened to 434 mm, the bottom bracket sits 333.4 mm above the ground, and the wheelbase increases slightly to 1,175.2 mm.

New wheels and new handlebars

Along with the bike, Syncros has unveiled new products that come standard on the model, with two standout features: the iC-M100-SL integrated cockpit and the Silverton CF 1 wheels.

The cockpit is a full 75 grams lighter than its predecessor, weighing in at a competitive 195 grams. It is available in stem lengths ranging from 50 to 80 mm and a width of 740 mm.

The wheels are a bit of a surprise: they’ve moved away from the one-piece carbon construction of their predecessors to make the whole setup even lighter. They combine a 30-mm-wide carbon rim with a new profile, polished hubs with a 36-tooth ratchet-style freehub, and carbon spokes—which are now removable. The set weighs in at 1,180 grams.

Riding the new SCOTT SPARK 2027

We traveled to the Tuscan town of Massa Marittima for the international launch. There, the brand and the official team—led by Nino Schurter—were waiting for us. They guided us through the local trails and helped us take our first rides on the bike. We had time to get a lot of information from the engineers—their obsession with every detail is truly impressive—to see prototypes of different frame components, and to understand the development process. On the first day, we spent quite a bit of time talking with Nino, who confirmed his direct involvement in the project.

The next morning, the testing began in a stunning setting with a variety of trails and paths that allowed us to really put the bike through its paces. The test unit, both in Italy and later at home, was the second model in the lineup: an HMX frame—not the top-of-the-line HMX-SL—with an ultra-exclusive build, featuring an SRAM/RockShox setup with Flight Attendant suspension, a Reverb AXS seatpost, and SRAM XX-SL components, along with the new Silverton CF 1 wheels and cockpit.

The shock’s position felt familiar to us, as it’s reminiscent of the Bold Linking we tested back in the day, and it shares some similarities with the Ransom, although in both cases the system is very different. We admit we were a bit surprised to see the chainstay mount located under the bottom bracket, since it’s an exposed area, but in practice it’s almost impossible to hit it with anything—we’d hit the chainring on the rocks first.

We barely had to adjust the bike, as it had been set up to our weight and measurements; we just had to switch the shifters and head out. The first few kilometers were flat and uphill, and from the very first meter, we noticed a clear evolution toward a more agile and responsive bike. It responds to every pedal stroke like a true race bike, and that’s where the difference from its predecessor is evident.

When we ride with the Flight Attendant, we usually spend a good portion of the test in manual mode, so we can clearly feel how the suspension performs in each mode without interference. When climbing trails, we prefer the intermediate mode: it absorbs any roots or rocks without any noticeable loss of performance, and on most climbs, it allows us to climb more efficiently and conserve energy. We only find the full lockout useful on very smooth trails or asphalt, so as not to lose a single watt, especially when standing and pedaling. On a bike with such efficient suspension while pedaling, we end up deactivating the Flight Attendant’s automatic lockout and using it via the left control with Override mode.

On the first day, we felt the system might generate some pedal kickback due to its slightly higher pivot point, but while riding we didn’t notice anything bothersome, whether pedaling hard or absorbing impacts. Just surprising efficiency for a bike with 120 mm of travel.

120 mm, low center of gravity, and plenty of confidence on descents

Improving the pedaling characteristics so much might lead one to think that the Spark falls short when the terrain gets rough on the downhill. Those doubts were dispelled on the first downhill trail. With the suspension fully open, the bike is responsive to small bumps and very forgiving when it comes to larger impacts or landings. And the geometry provides a stability and confidence that don’t seem typical of a competition XC bike.

We had a blast in Massa Marittima, on trails that in some cases were more suited to gravity-oriented bikes, because the Spark remains one of the most capable XC bikes on this terrain, staying true to the Down Country concept that the brand pioneered.

Just looking at its silhouette, you can tell that one of the major advancements has to do with its low center of gravity. And you can feel it on the trail: despite its generous wheelbase, the bike feels agile and maneuverable in tight corners, thanks to that weight concentrated low and in the center. We saw this both on climbs and descents.

We were also surprised by the grip in tight corners. With Maxxis Aspen tires—which we like but aren’t exactly the most aggressive—the bike proved very forgiving just when it seemed like we were about to lose control. And we had plenty of opportunities to test it, because it was our first descent on those trails and the Spark gave us the confidence to ride hard. This is where you understand the point of those controlled flexes the engineers explained to us: the bike doesn’t have that excessive stiffness that, at the slightest mistake, throws you off the line.

As for the setup of our World Cup EVO, we can’t think of a single thing we’d change. Someone who prioritizes weight above all else might opt for a lighter seatpost or skip the Flight Attendant, but that’s not the case for us: the Flight Attendant improves any bike, and once it’s set up, it lets you forget about yet another thing to control while riding. The RockShox Reverb seatpost adds a bit of weight, but in return offers smoothness and actuation speed that are hard to match, with the added bonus of being operated by a button rather than a lever—something you’ll appreciate when you’re really tired. Our size M model was equipped with a 150 mm travel seatpost, which also enhances its Down Country capabilities. The new wheels, meanwhile, proved stiff and firm without being uncomfortable, and their lightness contributes to agile handling.

We were able to weigh the Italian model, and when we received another one at home, it came in at exactly the same weight: 10.86 kg, without pedals and without the “Save the Day” kit on the frame, which would add about 140 grams. It’s worth noting that the bike will hit the market with Aspen Race Edition tires, which are about 70 grams lighter each than the ones we tested.

Conclusions

Excitement was at an all-time high for a bike this significant in the XC world. The previous generation already set itself apart from the rest with its hidden shock and downhill capabilities that raised the bar for XC bikes. The 2027 raises it even higher: it accentuates the racing character of a bike built to win while taking its performance on the toughest terrain to the next level. Along the way, it addresses one of its predecessor’s major drawbacks—the proprietary shock and TwinLoc—with full compatibility and, on the higher-end models, electronic suspension.

Scott Spark RC World Cup EVO. Specifications, weight, and price.

The 2027 Spark RC range consists of 8 models. The exclusive Spark RC SL, the only one with an HMX-SL frame and a build very similar to the one we tested, is priced at €13,699. The entry-level model is the Spark RC Comp, featuring a RockShox SID fork and Shimano Deore drivetrain, priced at €3,799. The model we tested, the Spark RC World Cup EVO, is priced at €12,199.

• Frame: Spark RC HMX, Ceramic Speed bearings, titanium hardware, 120 mm
• Fork: RockShox SID Ultimate Flight Attendant, 120 mm
• Shock: RockShox SIDLuxe Ultimate Flight Attendant, 190x45
• Rear derailleur: SRAM XX SL Eagle AXS Transmission
• Controllers: SRAM AXS Rocker Pod Controller
• Cranks: SRAM XX Eagle Transmission, 34T
• Cups: Ceramic Speed Alpha BSA
• Chain: SRAM XX SL Eagle Transmission
• Casete: SRAM XX SL XS-1299, 10-52
• Brakes: SRAM Motive Ultimate, 4 pistons
• Cockpit: Syncros iC-M100-SL2 HMF Carbon, -10º angle
• Seatpost: RockShox Reverb AXS, 31,6 mm
• Saddle: Syncros Celista Cut Out
• Weight: 10.86 kg
• Price: 12,199