Road, Track & Mountain Bikes » Road Bikes

Cannondale CAAD10 and SuperX for 2011

drbob — Sun, 04 Jul 2010 22:15:48 +0000

By James Huang, technical editor bikeradar.com

Cannondale continue their touted aluminium legacy with all-new CAAD10 road models for 2011

Cannondale's long history of crafting cutting-edge aluminium road chassis will continue into 2011 with the introduction of an all-new CAAD10 that sheds 200g from the current CAAD9 for an impressive estimated bare frame weight of 1,050g (2.31lb).
As expected, tube shaping is more advanced than on the CAAD9 for better stiffness in certain directions but more tuned flex in others. The giant hydroformed down tube flares vertically at the head tube, the broad top tube sports a new squared-off oval profile, the seat tube is flattened and ovalised below the front derailleur clamp, and the chain- and seatstays boast SAVE shaping borrowed from the Synapse carbon bikes for improved comfort.

There's also a newly tapered 1-1/8 to 1-1/4in head tube up front, which surrounds a similarly fresh all-carbon fork that Cannondale VP of research and development Chris Peck says is as strong as the company's earlier 1-1/8 to 1-1/2in models. Capping things off is Cannondale's trademark BB30 oversized bottom bracket shell.
Cannondale will offer four CAAD10 models for 2011 – all in either double or triple-chainring variants – with the top-end CAAD10 1 Dura-Ace (US$3,199) coming equipped with a Shimano Ultegra 6700/Dura-Ace 7900 mix, Shimano RS-80 clinchers and FSA SL-K carbon cranks.

Shimano Ultegra-equipped models will come in at $2,149, there's a SRAM Rival option for $1,799, and finally a more entry-level Shimano 105 option at $1,499. We also expect a bare frameset option that should appeal to privateer racers and DIYers looking to build their own setup.

Regardless of which option you choose, we're thrilled to see Cannondale stick to their aluminum roots as the CAAD10 should present a high performance, high value option for riders who prefer metallic frames or can't afford the company's higher-end carbon offerings. We're slated to receive an early sample for a full long-term review, so stay tuned for a full ride report in the near future.
SuperX

Cannondale have gone carbon on their new SuperX cyclo-cross model, though, which sheds a whopping 450g from the current CAAD9 'cross platform for a total claimed frameset weight of just 1,400g (3.09lb). Tube shapes are derived from both Cannondale's existing 'cross bikes and the groundbreaking Flash carbon mountain bike, including the unusually broad seat cluster, pinched SAVE seat- and chainstays, and the flared lower seat tube.

As on the CAAD10 road bike, the new SuperX also features a tapered 1-1/8 to 1-1/4in front end, with a new full-carbon 'cross fork to go along with it. Other details include a BB30 bottom bracket, a flattened top tube underside for easier shouldering and barrier runs, a custom seat-collar-mounted housing stop for the rear brake, Cannondale's 'BallisTec' high-impact carbon technology for long-term durability in the rough-and-tumble world of 'cross, and six sizes ranging from 44-58cm.

None of the new bikes will come with disc mounts as the UCI's recent rule changes apparently came too late in the development cycle – but we're guessing we'll see them in 2012. Cannondale will offer two carbon SuperX models for 2011 plus up to four alloy models depending on location based on the current CAAD9 'cross platforms.

The top-end SuperX Red (US$7,499) will come with a SRAM Red transmission, Cannondale's own Hollowgram SL crank (with 'cross-specific 46/36T rings) and Zipp 303 Cyclocross carbon tubulars for a total claimed weight of just 6.59kg (14.52lb) without pedals).
Racers on a more realistic budget can instead opt for the SuperX Rival variant ($3,749), which trades in SRAM Rival components and Mavic Ksyrium Equipe clinchers for a still-light total claimed weight of 7.57kg (16.7lb). Aluminium CAADX models with come with either SRAM Rival or Shimano Ultegra, 105 or Tiagra builds, with total prices ranging from $1,179 to $1,919.

2010 Cannondale Supersix Hi Mod Di 2

24 Bids

US $3,750.00

23m

New Cannondale CAAD 9 60cm Road Bicycle MADE IN USA

1 Bid

US $899.99

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2007 Cannondale System Six Carbon

2 Bids

US $1,324.00

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2008 Team Liquigas Bike Frame Frame Only

US $650.00

1h 36m

cannondale r300 road bike

0 Bid

US $300.00

2h 29m

Cannondale Supersix 54cm

US $5,000.00

3h 41m

CANNONDALE SUPERSIX 09 FRAMESET

US $1,300.00

5h 57m

Cannondale CAAD 9 WITH SHIMANO SORA SIZE 50 CM

1 Bid

US $525.00

Giant TCR Advanced T-Mobile Team Bike Review

drbob — Mon, 29 Mar 2010 03:24:33 +0000

By Jez Loftus, BikeRadar

The TCR Advanced T-Mobile Team is Giant's no compromise road race machine and gets its mouthful of a name from being the choice ride for the German pro team. Built with nothing but all-out performance in mind the Advanced Team is light, stiff and fast.

At £4150, it's almost identical to the bike the pros ride but unless you're paid to race do you really need one? Will it make you a faster rider, or simply make you look like an all-the-gear-no-idea poseur?

The fact that the TCR Advanced isn't your average versatile, performance road bike makes it even more appealing. The T-Mobile colours, only minutely adjustable (2cm), one cut, one fit seatmast and compact, stiff frame make it a unique bike. The ride is hard to describe as forgiving - hit a road bump unawares and the shock through the seatmast will try to separate your head from your shoulders. But ride it like you would in a race and it all comes together. Handling, smoothness of power and the unshakable hold on the road all shine through. The only problem is that it wants to be ridden like a race bike all the time. If you haven't got the strength and fitness to feed the frame, it will drop you for dead. If you're up for the challenge then you'll love the TCR Advanced and it will make you a fitter, faster rider in the process.

Frame
Giant was the first bike manufacturer to pioneer the compact road frame almost 11 years ago. Back then the small triangles and angles rocked the road world and had die-hard traditionalists turning in their toe-clips. Today the design almost looks the norm as it's been adopted by many a manufacturer. Carbon is almost the perfect material for the compact frame, and the stiff, light and highly mouldable

T-800 high modulus, nano-tubed carbon fibre structure of the Team Advanced works especially well in compact form.
The performance and feel of the frame comes from the subtle design and fine detailing of the high grade, high modulus carbon. Look closely and the flared curves at the top-tube, bottom bracket and seatmast show that the bike is built to be stiff.
the beast just demands to be ridden fast

The one-piece, lugless front triangle is formed around the oversized (but regular width) bottom bracket shell and a standard 1 1/8 inch head-tube. Seatstays and chainstays are also joined not by lugs but wrapped carbon and are contoured to provide a degree of comfort without compromising stiffness and power transfer to the rear wheel.

Replacing a seatpost with an integrated seatmast does increase the initial firmness of the ride, but it does reduce the weight overall. Getting the right fit, though, is a case of measuring ten times before cutting the frame to size so we'd recommend your Giant dealer does the cutting rather than you running the risk of the DIY route! Other advantages of the seatmast is that it eliminates water ingress down the seatpost into the frame, as well as seatpost slippage, and the saddle always remains straight. It's also worth mentioning that there's only £100 difference between the seatmast and seatpost versions, so if you're not bothered about changing the height of your saddle, it's a cost effective way of getting a carbon post.

Equipment
True to the T-Mobile spec, the Advanced Team comes equipped with a full quiver of Shimano Dura-Ace components. Slick, smooth and fast, Shimano's top gruppo suits the intended purpose of the bike down to the ground. Not a lot else needs to be said about Dura-Ace groupset but we'd like to give a special mention to the powerful brakes. The control and modulation from the big levers married to the powerful callipers is wonderfully reassuring when pushing things to the limit. Although they're not the lightest brakes on the market, Dura-Ace are certainly the best.

Wheels
This is the only departure from the pros' bikes; they predominantly opt for Lightweights. The pair of Shimano Dura-Ace WH7850SL wheels keeps the price down and although they're heavier than the Lightweights, they are more versatile. They're also tubeless-ready.
Continental Grand Prix 400 tyres are plenty sticky in the dry but can get a bit scary over road lines and manhole covers in the wet. Thankfully the frame lets you know exactly what is going on at all times.

Handling
The TCR Advance T-Mobile Team is designed as a performance bike and for that it gets full marks. However, it should also come with a health warning - it makes you ride like you're possessed and demands full bodily effort all of the time. Don't mistake that for an uncomfortable, nervy ride, though - far from it. It's more the fact that the beast just demands to be ridden fast. We were hitting nearly 50mph for the cover shoot and the bike felt totally stable yet alive. It really does make you grin on the inside yet grimace on the outside at the amount of effort you're feeding the bike.

Powerful acceleration is spontaneous. The bike is stiff but that's almost doing it a disservice as it's a lot more subtle than that. The feel and control is just so well sorted at speed. It loves to be cornered hard and we lost our nerve before the bike lost its hold on the road. There's a noticeable increase in firmness from the seatmast but it's not uncomfortable, as long as you're fit enough to cope with it on a long ride.

The all or nothing nature of this bike means it isn't a suitable ride for everyone, and those wanting more versatility and comfort should consider Giant's comfier, seatposted TCR Composite or even look at the SCR range. But if you're serious about your racing, speed and performance you'll love the ride of the TCR Advanced T-Mobile Team.

Specification
Replacement value £4150 (£2095 frame only, £1995 non-ISP frame)
Frame and forks
Size tested: Large
Sizes available: S, M, M/L, L
Weight as tested: 7.360kg/16.2lb no pedals
Frame: Full carbon monocoque, forged alloy dropouts, replaceable derailleur hanger
Frame weight: 1335g/2.9lb
Fork: Carbon fork 11/8 steerer, carbon blades/ crown, forged dropouts.
Fork weight: 365g/0.8lb
Bike dimensions
Top-tube: 58.5cm/23in
Seat-tube (c-c): 50.5cm/19.9in
Chainstays: 40.8cm/16.1in
Wheelbase: 100.5cm/39.6in
Head-tube angle: 73°
Seat-tube angle: 73°
Fork offset: 4.5cm/1.8in
Trail: 6cm
B/b height: 27.5cm/10.8in
Standover height: 82cm/32.3in
Braze-ons: 2 bottle cages

Frame alignment
Head-tube: Perfect
Rear triangle: Perfect
Fork: Perfect
Transmission
Chainset: Shimano Dura-Ace forged hollow arms, 175mm, alloy rings 53/39
Bottom bracket: Shimano Dura- Ace external type Freewheel: Shimano Dura-Ace 10s, 12-25 Ti cogs with alloy carrier
Chain brand : Shimano Dura-Ace
Derailleurs: Dura-Ace front and rear; (front braze-on) Gear levers: Dura-Ace STI
Pedals: None
Wheels
Front & rear: Dura-Ace prebuilt, forged alloy hubs with sealed cup and cone, ss spokes 16 radial front, 20 radial/2 cross rear, machined aero rims, asymetric pull rear
Tyres: Continental Grand Prix 4000, 700x23
Wheel weight: f 1038g, r 1435g
Other components
Stem: Deda Newton, 12 cm, 11/8, with 4 bolt 31.7 clamp
Bars: Deda Newton anatomic os, 44cm c-c Saddle: Selle Italia SLR, hollow Ti rails Seatpost: Frame specific machined alloy clamp, approx 2cm adjustment
Brakeset: Shimano Dura-Ace dual pivot Accessories: none

giant tcr c3 carbon road bike

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giant tcr tt edition with zipp 440 wheels

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Giant TCR Advanced 1 2009 L 555cm

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Giant Highroad TCR Paris Roubaix Road Bike Frame 57cm

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Giant HighRoad Roubaix Carbon TCR Road Bike Frame 52cm

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Road Bike Giant TCR Advanced SL 0 2010

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Giant TCR C2 Carbon Road Bike 105 Ultegra Medium Frame

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Giant Carbon Fibre TCR Advanced Columbia Team Frameset

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Jamis Xenith SL Review and Video

drbob — Sun, 07 Mar 2010 20:34:18 +0000

Steven Fairchild of Jamis Bikes gives us a very detailed look into the 2009 Jamis Xenith SL. The very same bike that Team Colavita races on, you can pick up at your local LBS.
2009 Jamis Xenith SL

Upgrades from 2008
• Lighter frame with increased stiffness in the BB and HT area
• BB 30 Bottom Bracket system
• New fork design utilizing 1.5” crown race
• Ritchey Logic WCS Carbon Drop-In integrated headset
• 3T Rotundo LTD handlebar, ARX Team stem and Doric LTD seatpost
• Fizik Arione CX saddle with Carbon Braided rails
All the technology in the world, the fancy ads, the awards—they don’t mean squat once the gun goes off. Being first across the line—that’s all that matters. That’s what these Xeniths are all about.
Colavita’s pros love their Xeniths. The thing is, word’s gotten around about how light, stiff and responsive their bikes are, and the rest of the peloton looks at their Xeniths like an unfair advantage. In the pros, there are two types of bikes—the ones sponsors make you ride and the ones you want to ride. Like the Xenith SL or Team.

Jamis Trilogy 06 56cm Easton EC90 TimeTrial Track

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Mens 20 Janis Coda Road Bike

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2006 Jamis Eclipse Road Bike

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NEW Jamis Xenith T2 Tri bike size XL uncut fully built

0 Bid

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BN 2009 Jamis Sputnik fixed gear bike 50 53 55 57 59 62

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Jamis Cross Country 10 Mountain Sport Bike Bicycle

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Jamis Xenith SL SRAM RED

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Jamis Xenith SL 58cm 2008 Road Frameset Frame

0 Bid

US $799.00

3d 7h 28m

Giant TCR Advanced SL 2 Review

drbob — Sun, 07 Feb 2010 23:22:58 +0000

Giant TCR Advanced SL 2

Frame Technology
Experience the one-of-a-kind ride quality of Giant’s unique Alliance technology, which blends the best characteristics of both composite and aluminum. You get amazing power transfer for the sprints and a supple ride for long days in the saddle.

Features
- Complete 10-speed SRAM RIVAL (black) groupset
- Lightweight Giant Connect SL handlebar and stem
- Fi’zi:k Pave CX saddle
- Lighter Mavic CXP22 wheelset

Review
We have to break out the superlatives for this out-of-the-box racer. It's the lightest and stiffest frame that Giant has ever produced—the same one (albeit without the integrated seat mast) that was ridden to more pro wins last year than any other bike. Granted, the SL 2 is hung with a more affordable mix of Shimano Ultegra components and Mavic Ksyrium Elite wheels. But make no mistake: It's still an absolutely race-worthy rig. It's such a well-rounded package, in fact, that three testers each gave it a perfect 10 on their score sheets—but, and this is the most telling part, in three different categories: climbing, descending, and pedaling responsiveness. 16 lbs, 56cm; giant-bicycles.com

How To Align A Bicycle Wheel

drbob — Sat, 23 Jan 2010 00:03:59 +0000

Truing a bike wheel is one of those things you may never have to do, or never want to do, in that case take your wheels to you local bike shop and have a trained experienced mechanic true your wheels.
Aligning bicycle wheels, step by step

Building and truing wheels is a very difficult thing to do, it can take years to learn, but your wheels may only be a little out, or your no where near a bike shop and you need to straighten a wheel, its good to know what to do in those circumstances.

How to Start
To build and true wheels properly you need a lot of expensive tools, such as:
1. Spoke key
2. Truing jig
3. Dishing tool
but if you only need to do a little straightening all you’ll need is the spoke key and you can do the work in the bike frame, either in a bike stand or you can turn the bike upside-down on the ground.

The next step
With your eye on the wheel where passes between the brake blocks, spin the wheel slowly, now take note of where the rim touches the blocks, if it touches the left brake block then the spoke pulling to the right needs tightening and spoke on the left heeds loosening, and so if the rim touches the block on the right then the spoke on the left needs tightening and the spoke on the right needs loosening.
Now that all sounds simple, but if you over tighten or over loosen the spokes the wheel is going to be in very bad shape, so be careful. I would say that the spokes nipple should only be turned a very small amount at a time until you can see how much difference it makes. Some rims are softer than others and that can make a difference too.

Up and down too!
If your wheel is true from left to right maybe it isn’t round and the rim goes up and down or has a “flat spot” this is the most difficult problem to sort out, it can be done, but it takes time and practice, also if it is very bad it means a new rim needs fitting.
This is how you try to fix it. If the rim dips loosen the spokes if it seems to rise then tighten them, but be careful, not too much!

And all Together
This is the tricky bit, to get the wheel straight and round at the same time, it’s a case of tighten a little here and loosen a little there until you get it right.

The other thing you have to remember is that the wheel also has to be in the middle of the axle of the hub, so that its in the middle of the bike frame, there is a special tool for measuring this, but you can do this in the frame, either buy looking down at the bottom bracket where the wheel is closest the frame and measuring the gap between frame and rim, or up at the brake you can do the same.
And Finally
There is a lot to remember, the wheel has be round, not going up and down, the wheel has to be true, not going from side to side and the rim has to be in the middle of the hub axle.
If that wasn’t enough the spokes also have to be at the correct tension, this means if the spokes are loose it makes for a sloppy, soft ride and the wheel might fall apart and if the spokes are too tight it makes for a ruff ride and the spokes might snap.
Truing wheels takes a lot of patience and practice, you may not be able to do it and in many cases it’s a job for the professionals, but if you are brave enough, give it a go, but beware you could ruine your best wheels if you are not careful, it could all end in tears.

Scott CR1 SL Review

drbob — Sun, 17 Jan 2010 18:57:05 +0000

By James Huang, technical editor, BikeRadar

Scott's CR1 has been revamped for 2010, with trick new tube shaping that's designed to take the edge off the bumps without overly diluting the bike's racy feel. This shaping actually works, and quite well – though not entirely the way we expected it to.

Ride & handling: Light and stiff enough to race, but with a bit of give over bigger bumps
On smoother roads the so-called SDS (Shock Damping System) – basically, the stays have been flattened in key areas so they flex under big impacts – is essentially inactive and the CR1 rides similarly to the company's Addict flagship, leaving us wondering what all the fuss was about. It's notably firm with excellent road feedback and, as is typical for higher-quality carbon frames, has just enough inherent vibration damping to smooth out road buzz without killing the ride.

SDS kicks in on bigger impacts such as potholes and frost heave – right when it's needed most – which the Addict and others tend to violently crash through. It's no magic carpet, mind you, and even Scott claim just 2mm of vertical movement. You still feel the bump but it's significantly less harsh or jarring and even rock-hard, frozen washboard on dirt roads is notably smoothed over to the point where it's nearly tolerable.

Scott add the SDS feature to the matching all-carbon fork too, though here the shaping is much less radical and, not surprisingly, offers a more subtle ride improvement. In either case, keep in mind that SDS isn't really 'damping' per se, regardless of the nomenclature – it's more like a very short-travel leaf spring. Regardless, it works as intended and is definitely more suitable as a long-distance machine than the Addict, especially if your local road conditions are less than ideal.

Drivetrain and overall torsional rigidity feels little changed from before and is still admirably high with just a hint of dullness to the back end when you really lay it down. In spite of the added comfort, there's still plenty of get-up-and-go left in the chassis and the CR1 remains quite race-worthy. In fact, the CR1 may even offer a traction benefit for competitive riders who regularly have to corner hard on broken tarmac. However, those looking for ultimate performance will still want to look towards the Addict instead, which offers slightly snappier reflexes and a livelier ride quality.

As part of Scott's retasking of the CR1 as more of an all-rounder, frame geometry has been slightly modified from the usual racer layout to accommodate a more upright riding position. Thankfully, though, the changes are decidedly modest: our 52cm tester has just 5mm taken out of the effective top tube length (but a steeper seat tube angle so the reach is virtually unchanged) and a reasonable 20mm added to the head tube, compared to the same size Addict. Simply slam the stem down to the headset to produce a more aggressive position – as we did – or take advantage of the generous steerer tube length to save your back as needed.

Handling prowess doesn't take a hit, as is often the case with many 'endurance' chassis, and the CR1 carves turns as ably and neutrally as its Addict big brother. This means that the CR1 isn't a sit-up-and-watch-the-birds cruiser, so if that's what you're after, look elsewhere. Think of it more as a racecar with softer suspension settings.

Frame: Clever frame engineering means stiffness isn't sacrificed for comfort
Not surprisingly, the new CR1 frame layout is similar to the Addict with a one-piece moulded IMP (Integrated Molding Process) front end connected to separate seat tube and stay assemblies via Scott's long-standing tube-to-tube construction. Carbon is again used for the housing stops but is now also subbed in for the new dropouts, and the extra-wide bottom bracket surrounds newly press-fit composite cups.

Our top-end SL version uses Scott's highest-quality HMX carbon fibre blend as well, but even with the upgrades and material substitutions, the 2010 CR1 gains a few grams relative to last year's version in order to reinforce the frame against the newly added flex patterns (adding frame flex is easy; controlling its direction and engineering where it stops isn't). While both the chainstays and seatstays are very thin top-to-bottom, they're also very wide – and probably a tad thicker-walled than usual – to keep unwanted torsional flex at bay. In addition, the anchor points for the chainstays are decidedly stout at the bottom bracket.
Still, actual weight for our bare 52cm frame is an impressive 893g (1.97lb) and well in-keeping with other high-end platforms. Even with alloy clinchers fitted and a heavier-than-stock saddle (consumer bikes are supposed to come with a carbon-railed Fizik Arione CX), total weight for our complete tester was just 6.59kg (14.53lb) without pedals – hardly a boat anchor.

Equipment: Smart parts kit, including full Dura-Ace and Mavic Ksyrium clinchers
The corresponding build kit is wisely chosen across the board with light weight kept in mind but not at the expense of durability. Shimano's latest Dura-Ace badge is found on the entire transmission (which Scott offer in either compact or standard) and brake callipers and the result is predictably smooth and precise shifting matched with best-in-class stopping performance.

Our tester came fitted with slippery Gore sealed cables, too, effectively cancelling out the extra line friction from the newly concealed derailleur routing. Stock bikes won't come from the factory that way but the improvement in shifter feel is significant enough that we'd recommend the upgrade. Rolling stock comes courtesy of Mavic's Ksyrium SL Premium alloy clinchers and Continental Grand Prix 4000 rubber. Both are well-proven items with an excellent balance of performance, durability and versatility – no complaints there.
Finishing kit is supplied by Ritchey in the form of a SuperLogic Carbon Evolution handlebar and one-bolt seatpost, and WCS Carbon 4-Axis stem. We've had good luck with the seatpost design and stem in the past but the handlebar is a decidedly love-or-hate-it item with its hyper-ergonomic bend. Bigger handed riders will likely find the flat sections of the drops too short, too.

Scott CR1 Comp Gr L 56cm Shimano 105 Carbon Rennrad

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Scott Bike CR1 Team triple REDUZIERT carbon weiß 09

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Scott Bike CR1 Pro double REDUZIERT weiß carbon 09

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Cannondale System Six Carbon Superlight Road Bike Review

drbob — Mon, 04 Jan 2010 01:36:02 +0000

By BikeRadar

"With its short head tube, direct steering response and exceptional willingness to respond to all-out efforts on steep gradients, the new SystemSix is sharper and more refined for speed than Cannondale's previous models, and closer to its competitors in terms of performance. "

The heady days of the Saeco team's supremacy in the sprint may be over for Cannondale - certainly since Mario Cipollini bowed out - but the company is still very much at the cutting edge of bike technology. With benchmark setters like the R900 and the sublimely smooth Six-13 Team - used by the up-and-coming Barloworld squad - innovation and success is still a massive priority for the Cannondale crew.

Not content with resting on their laurels, the people from Pennsylvania are competing head-on with the best team issue bikes available, through the creation of a new frame, with a strong emphasis on the stiff and responsive end of the ride spectrum - the SystemSix.
So, just how does it stack up against stiff competition at the high end, and can Cannondale's hunger for innovation set it apart from the crowd as it did for the Six- 13 Team bike? Read on to find out.

Frame
The SystemSix has been created using the unorthodox method of co-moulding an aluminium back end that resembles the CAAD 8, to that of a moulded carbon front triangle.

Looking like a set from the Roswell Project, Cannondale have a huge walk-in refrigerator at their factory for storing the raw aircraft-grade pre-preg carbon. This is then formed into tubes, through which the ends are folded back to become one with the massively oversized head tube. Before curing in the mould, the carbon ends are placed inside the welded aluminium rear triangle. Inflatable bladders then ensure that the carbon squeezes into windows that are cut into the sides of the tubing, thus locking the carbon tube to the aluminium tube just in front of the seat tube and bottom bracket.

The frame is constructed in its entirety at their Bedford, Pennsylvania factory, and Cannondale's industrial designer, Torgny Fjeldskaar, says that weight considerations were secondary to getting a satisfactory balance of stiffness and shock dissipation. Saying this, at 1,112g they don't appear to have sacrificed low weight in their quest, with few high-end frames being much lighter.
The key to the frame's inherent stiffness lies in its hugely oversized tubing, with its one-inch lower bearing race, and a steerer that tapers down to one and one-eighth inch at the top. A sleeve is used to pack out the difference between the upper head-tube and the bearing, and it was necessary to create a massively oversized stem to properly integrate the look.

The frame eschews the trend for compacts, with a barely noticeable 2cm sloping top tube (3cm on sizes 54cm and less), and the geometry in terms of numbers is pretty much what we have come to expect, with no unpleasant surprises across the range of eight sizes.

Ride
Straight out of the crate, the new Cannondale has an overriding sense of lateral stiffness that initially fools the rider into thinking the ride is harsh. But hit a patch of poorly surfaced road and that thought is immediately banished, with the frame dissipating shocks very effectively before they get through to your contact points.

The exceptional torsional stiffness when climbing, and the speed with which the bike swallows up gradients in a gear higher than most of our testers felt they would normally use, will be hugely beneficial in a race situation. The ride even went a fair way to reconciling Cannondale's claim that the SystemSix is 44% stiffer in torsion and 45% stiffer in the bottom bracket area than their Six-13 (and indeed most of the bikes that we have tested in the past two years - with the exception of the Storck CD1.0).
Just to show that outright stiffness isn't everything, though, one of the testers said that he was on the brakes earlier than normal on the approach to a slow corner, as the directness of the steering can unnerve a cautious descender.

This trait is typical of high-end 'team issue' carbon frames and in this respect it can be compared more closely to its rivals than any of Cannondale's previous models. The Six-13 Team's steering has a tendency to feel remote at times, but the new SystemSix is more direct when feeding in the brakes hard into a slow corner and is simply the most stable race bike we've ever encountered on descents at speeds over 70kph.

Equipment
If you fancy getting your hands on the SystemSix, there are three price options. First up is the Campagnolo Record Superlight tested here, which is a cool £6K. This includes Fulcrum Racing light carbon wheels. The Dura-Ace costs £4,149 and includes Mavic Ksyrium ES wheels. And at £2,649, the Ultegra-equipped bike represents the best value, with a Cannondale Si carbon crankset and Mavic Ksyrium Elite wheels.

The finishing kit on all three versions is as good as it gets, with USE Alien Cyclops carbon seatpost, the much-loved Fizik Arione carbon-railed saddle, Reynolds carbon oversized handlebars and matching carbon stem. The stem is specially oversized to match the chunky frame tubing dimensions, and a choice of five sizes is available, from 80-120mm. There are no triple-chainset options on this bike but a compact chainset with 34/50 tooth chainrings is optional for no extra cost on Dura-Ace and Ultegra models. Note that the Barloworld version to be released in September will get power measuring SRM data-logging kit.

Wheels
Now to that all-important question of wheels. The Fulcrum carbon wheels are very similar to the Campagnolo Hyperon Ultras, and use angular contact bearings that, in our experience, promise a longer life than is typical of a cartridge bearing.

The stainless steel spokes are crossed on the drive side, with the remainder built to the radial pattern. To improve strength - by equalising the differences between left and right-hand spokes - the rear carbon clincher rim has spoke holes that are biased to one side. This virtually eliminates chain rub on steep gradients and only occasionally requires trueing up.

We figured that a weight saving of 238g per pair over the Mavic Ksyrium SSC's of the Dura-Ace versions would make a difference that we could feel, but it was not sufficient to justify the expense of the Superlight.
The Vittoria Diamante Pro Light tyres are mid- to high-end on the comfort scale and their super-soft compound grips well in dry conditions and, despite a bout of heavy weather prior to testing, there were no signs of cuts in the tread.

Cannondale System Six Carbon Road Stem 110 x 318mm 5D

US $79.93

12d 10h 25m

2007 Cannondale System Six Carbon

2 Bids

US $1,324.00

1h 28m

2008 Team Liquigas Bike Frame Frame Only

US $650.00

1h 36m

2008 Cannondale System Six Carbon 1 Road Bike 50cm NR

46 Bids

US $1,050.00

10h 29m

2008 Cannondale System Six 56cm w Ultegra SL 10 speed

US $2,000.00

1d 10h 31m

CANNONDALE SYSTEM SIX 56CM FRAMESET

1 Bid

US $398.98

1d 10h 52m

Used Cannondale System Six Liquigas 54cm BB30

0 Bid

US $1,799.00

2d 2h 7m

2007 Cannondale System Six Road Bike Ultegra 58 cm

US $1,800.00

2d 3h 28m

Specialized Tarmac Expert: Best High-end road-racing bike

drbob — Mon, 14 Dec 2009 22:04:57 +0000

Best High-end road-racing bike
Specialized Tarmac Expert
*Est. $3,700

ConsumerSearch.com synthesized multiple reviews of road bike and concluded the Specialized Tarmac Expert is the top of the line for serious road racers. A great bike for experienced cyclists who want to move to the upper echelons of racing. Below is what they concluded.

For serious racers, reviews indicate that it's hard to beat the Specialized Tarmac Expert in this price range. It sports a lightweight carbon frame that is based on the top-end S-Works Tarmac SL2 (MSRP: $8,500) --although not as light -- and it offers crisp shifting thanks to Shimano Ultegra SL components. The steering gets rave reviews, with multiple experts calling it "stable" and "precise." Overall, reviewers say this road bike is designed for racing, even though the ride can't really compare to the SL2. Still, you'll save thousands of dollars and get plenty of performance.

For pure racing performance, reviewers say it's hard to beat the Specialized Tarmac Expert in this price range. With a carbon frame and Shimano Ultegra SL components, testers say this road bike offers stable handling, crisp shifting and a responsive ride quality. This road bike also gets exceptionally high marks from multiple reviewers for extremely precise steering, and there is a general consensus among experts that the Specialized Tarmac Expert is ready to race. Although most reviewers have nothing but good things to say about the Specialized Tarmac Expert, several owners say the seat clamp can loosen pretty easily while riding. Other than that, most owners have few complaints. If you prefer a more comfort-oriented road bike, the Giant Defy Advanced 1 (MSRP: $3,500) also gets good reviews in this category, but a taller head tube provides more comfortable positioning for long miles.

We found a number of excellent reviews of the Specialized Tarmac Expert, especially from CyclingNews.com. Their review is exceptionally detailed and provides an overview of each of the bike's components. TestRider.com also offers a video review, and Bicycling magazine rounds out the coverage. There are also a good number of owner-written reviews on RoadBikeReview.com.

Specialized Tarmac Pro SL Frame Fork Cranks spost 58cm

1 Bid

US $1,299.99

11h 25m

Specialized S Works 2009 Tarmac SL2

US $1,800.00

11h 56m

SPECIALIZED TARMAC SWORKS SL 2008

29 Bids

US $1,706.27

22h 55m

Specialized Tarmac Comp

8 Bids

US $1,248.12

23h 40m

Specialized SL2 Road Frameset

0 Bid

US $1,326.22

Specialized Tarmac Comp in Red

18 Bids

US $1,015.37

1d 2h 12m

Specialized Tarmac exert Carbonio

0 Bid

US $1,952.25

1d 5h 23m

2009 SPECIALIZED S WORKS SL2 TARMAC 58CM SRAM RED

US $4,600.00

1d 7h 7m

Raleigh Supercourse: Best Mid-priced racing bike

drbob — Mon, 14 Dec 2009 21:59:59 +0000

Best Mid-priced racing bike
Raleigh Supercourse
MSRP: $1,740

ConsumerSearch.com synthesized multiple reviews of road bike and concluded the Raleigh Supercourse is the best mid-priced road bike. A great bike for cyclists with some experience who want to move to the next level. Below is what they concluded.

For cyclists who have some miles under their belt and want to move into racing, reviewers say the Raleigh Supercourse offers great performance without a jaw-dropping price tag. The Raleigh Supercourse has a full-carbon frame, which is tough to find in this price range, and experts agree on one thing -- this bike is fast.

Testers for multiple publications are impressed with the quick acceleration and speedy performance, but they think the components could use an upgrade. The Raleigh Supercourse sports mainly Shimano Tiagra components and a rear derailleur from the 105 group, and it comes in six sizes. If you love the frame but want higher-end components, experts say to upgrade to the Raleigh Competition (MSRP: $2,200).

Reviewers say the full-carbon Raleigh Supercourse is a great road bike for beginning racers, thanks to a fast ride and speedy acceleration. It can be hard to find a full-carbon frame in this price range, and reviewers say that Raleigh skimped on the components to keep the bike at an affordable price. Multiple reviewers say the components could use an upgrade -- the Shimano Tiagra components and a 105 rear derailleur just don't cut it for this frame, they say. However, you can always upgrade to more race-worthy components in the future, and reviewers say this frame can grow with you. Even with the components as they are, testers agree that this bike is fast, and the handlebars get high marks for comfortable positioning in the drops. If you have your heart set on this frame but want higher-end components, reviewers say you should upgrade to the Raleigh Competition (MSRP: $2,200). It uses the same frame but uses 10-speed Shimano 105 components. Although it's more expensive, the Van Dessel Hellafaster also gets great reviews for entry-level racing performance, and it can come with a range of components including Shimano 105 (MSRP: $2,350) or Ultegra SL (MSRP: $2,750) components.

We find the best reviews of the Raleigh Supercourse in annual buyer's guides published by VeloNews and Outside magazines. Both reviews are based on extensive testing, and you'll get frank feedback from both publications. The Raleigh Supercourse is also reviewed by Bicycling magazine, and there are a few owner-written reviews at RoadBikeReview.com.

BIKE GEAR HANGER DROPOUT CLAUD BUTLER CARRERA FALCON

US $14.04

25d 6h 9m

BIKE GEAR HANGER DROPOUT CLAUD BUTLER CARRERA FALCON

US $14.04

25d 6h 9m

Wheels Mfg GT I Drive Derailleur Hanger Dropout 9

US $22.07

23d 3h 35m

BIKE GEAR HANGER DROPOUT CLAUD BUTLER CARRERA FALCON

US $14.04

25d 6h 9m

BIKE GEAR HANGER DROPOUT CLAUD BUTLER CARRERA FALCON

US $14.04

25d 6h 9m

BIKE GEAR HANGER DROPOUT CLAUD BUTLER CARRERA FALCON

US $14.04

25d 6h 9m

BIKE GEAR HANGER DROPOUT CLAUD BUTLER CARRERA FALCON

US $14.04

25d 6h 9m

BIKE GEAR HANGER DROPOUT CLAUD BUTLER CARRERA FALCON

US $14.04

25d 6h 9m

Kestrel RT700 Review

drbob — Tue, 17 Nov 2009 05:47:26 +0000

by John Bradley

Twenty-one years after introducing the world's first all-carbon production frame, Kestrel continues to put a premium on stiffness and aerodynamics. But unlike true aero bikes, the RT700 loves to climb and descend; plus it's comfy enough for long-haul speed. And, damn, doesn't it look good on the rack?

Because Kestrel engineers designed the RT700's fork in-house—instead of outsourcing it, as many companies do—they were able to take into account the rest of the bike's specific geometry and handling characteristics. You can tell. The RT700 was the most agile and responsive bike we tested this year.

The RT700 isn't as aerodynamic as Kestrel's tri-specific bikes, but its shaped tubes and airfoil-like seat tube still slice through the wind much better than typical road frames. If you want a bike that can handle twitchy criteriums and, with a set of aero bars, the occasional triathlon, this is it.

The sleek seat-tube cluster and proprietary aero seatpost provide the bike's most visually stunning moment. But there's also function to the beautiful form: The design means you'll never have to worry about centering your saddle—a constant headache with standard round tubes.

Think a steady din of rattles and pings is just part of the deal with race frames? Think again. Thanks in part to the RT700's elegant internal cable routing, this is one of the quietest rigs around. Plus, like all Kestrel bikes, the RT700 comes with a lifetime warranty against defects in materials and workmanship.