The new Scott Spark RC: Showroom and first impressions

Cross-country mountain biking is inevitably associated with the GOAT Nino Schurter: Olympic champion, 10-time world champion, multiple overall World Cup winner — and now, in his "retirement", he’s even giving the world’s best gravel riders a hard time. But whoever says Nino Schurter must inevitably also say Scott. I know of no other rider who was able to celebrate all his victories on just one brand from the start to the finish of his career.

Although the GOAT no longer races in the World Cup, it goes without saying—given his background—that he had a hand in the new Scott Spark RC. The new race full-suspension bike was presented in the bike paradise Massa Marittima. A region in which Scott is very well connected through Scott Factory Team boss and discoverer of the GOAT, Thomas Frischknecht. Perfect conditions, then, for a First Ride and at the same time the start of the long-term review.

After 2016 and 2021, the latest Spark launch was the third of its kind I eagerly anticipated, and at the same time the first I could experience up close myself.

I was curious to see what Scott would show here - after all, the new Spark RC has big shoes to fill. With the then-new 2016 Spark Nino became Olympic champion in Rio; with the model that was current until recently he ultimately became Mr. MTB.

Hardly any other XC race bike has stamped its mark on the development of cross‑country racing like the Spark: it was among the first 29‑inch bikes and was the first to establish 120 mm of travel on both front and rear.

Particularly formative for me was the latest Spark generation (2021–2026). The cables disappear into the headset, and you can no longer see the shock — both things that are not ideal for me as a "hobby mechanic" and a fan of mechanical drivetrains; nevertheless, the Spark was undeniably successful — both on the market and in racing. Apart from that, the Spark was and is a visual standout in the large pool of otherwise rather similar-looking race bikes.

During the press camp, the two lead engineers responsible for the new Spark also led the first presentation. What stuck with me most there was one point, or rather an equation:

This caught my attention, since I have long been convinced that excessive stiffness in all directions makes a bike slower off-road and causes the rider to tire more quickly. And precisely in that play between stiffness and compliance, or rather its optimization toward the optimal flex, Scott was also looking for more grip — partly less stiff, yet faster, if you will.

But not only off-road; in circuit racing (motorized, at the Ring and with Moto GP machines) it has long been recognized that absolute stiffness cannot be the be-all and end-all. In short: Moto GP got faster as the bikes became softer. Why? Imagine a bike in the corner. As soon as the wheel is no longer perpendicular to the ground, the suspension can no longer work as efficiently, because the forces can no longer be applied directly. This is where the flex of modern Moto-GP bikes comes into play. And this is also what underlies the optimized flex of the new Scott Spark. I’ll tell you more about that in the review. Anyone who wants to dive deeper into the topic can read a few scientific words about it here .

Despite the integration, the bike is compatible with all common shocks (Fox, RockShox, Öhlins). The mounting size of 190 x 45 mm is probably the most commonly used on XC bikes. Depending on the shock, the magnetic cover can be adapted; on models with a cable-actuated remote it completely covers the opening. On RockShox Flight Attendant shocks the battery remains visible and can be removed directly.
Speaking of Flight Attendant: Unlike many other manufacturers, this technology is not reserved for the top model only - as many as four models up to the Spark RC Team Issue receive the electronic suspension.

Apparently there is no consensus among bike manufacturers about whether an XC bike needs a frame storage compartment or not. Pioneer Specialized only recently removed its storage compartment again. Of course, in the XC World Cup this large opening in the frame means a bit more weight and no advantage. Since the majority of Spark buyers, however, do not race XC — and even the pros spend significantly more time training than racing — I personally consider that extra weight a good investment.

In the Spark’s storage compartment there is not only a multitool (6 mm Allen key, T25 Torx and, depending on the shock model, a matching hex key for the rebound adjustment) but also a custom-fit bag with a TPU tube, mini pump and tire lever. Admittedly, the high-pressure mini pump from the road-bike segment makes little sense here; I would probably replace it with one or two CO2 cartridges. But better to be able to pump for a long time than not at all. Fun fact on the side: the TPU tube does not come from a European premium manufacturer but from RideNow in China. On the one hand a bit odd on a high-priced premium bike, on the other hand good for the customer, who can get a replacement cheaply on AliExpress.

One thing up front: Like many mechanics on the World Cup circuit, I'm not a big fan of routing cables through the headset.
That said, credit must be given to Scott and their in‑house component specialists at Syncros for having implemented it very well on the Spark with the OCT technology.
Every possible cable configuration — at most four (brake, drivetrain, dropper, shock remote) — is routed in its own colored woven sleeve from the headset entry to its destination.
This on the one hand keeps things quiet, and on the other protects the steerer and frame from unsightly and sometimes dangerous gouges.
For absolute weight weenies, even these barely weighty woven sleeves can be removed.

Both the Spark RC SL and the Spark RC World Cup Evo that I reviewed come with the new Silverton CF1 wheelset. It consists of a newly developed carbon rim with a mandatory 30 mm internal width, 24 Vonoa carbon spokes, and Syncros hubs with Centerlock disc mounting and a ratchet freehub. The new wheelset weighs in at under 1,200 g and, for me, hits the sweet spot of stiffness, grip and comfort.

The new Spark RC was presented at Tenuta Il Cicalino, an estate in Massa Marittima with several vacation apartments connected by fine gravel tracks. Alongside us journalists, the entire Scott SRAM Racing Team centered around Nino Schurter was also staying there. Just their presence and the chance to talk shop with them would already be a wet dream for XC fanboys like me — that they also rode with us on the test rides was the icing on the cake. The few seconds I was able to hang on to Nino's rear wheel downhill (and he wasn't riding at the limit) were absolutely fascinating. Whips, scrubs and Scandi flicks were happening there non-stop... The potential of the new Spark RC? Probably far higher than the average buyer could ever tap into.

I firmly believe that you can only judge someone else's bike on unfamiliar trails to a limited extent. All the more pleased I am that a Spark RC World Cup Evo has found its way to beautiful Lower Austria. I don't want to withhold a first impression of the bike from you, of course - the full ride review will follow in autumn, after, hopefully, many training sessions and race outings.

Prices (RRP)