Road Bicycles
Within the road discipline is a variety of race events, including road races, triathlons, criteriums, time trails and stage races. Most of these events use variations on the same type of bicycle, a road bike. Road bikes are lightweight and stiff. The geometry is aggressive and places the rider in an enhanced aerodynamic position, especially when riders are in the drops of drop bars. The tires are thin and narrow and inflated to high pressure, allowing lower rolling resistance. Each component of race road bike is selected for durability and, above all, light weight, helping to reduce the overall drag of the bike.

Specifically designed for time trials, but also used in triathlons, time trial bikes place riders in an extreme aerodynamic position, partly via frame geometry and partly via aerobars that stretch the rider out in front of the handlebars and on the front edge of the saddle. The tubes of a time trial bike are often configured flatter than those of a road bike to cut through the air. These bikes may also have a rear disc wheel, a solid wheel designed for maximum airflow and to reduce wind resistance. The lack of spokes can improve air flow. However, with a crosswind, the disc catches wind, decreasing performance.

Mountain Bicycles
Although all mountain bikes are designed for off-road events, the requirements of each event vary, making the bikes different. Mountain events include cross-country racing, downhill and slalom.

Cross-country race mountain bikes are first and foremost stiff and strong enough to withstand rough terrain. Components are as light as possible, yet durable. Depending on the terrain, the bikes may be hardtails--with just a front suspension fork-- or full suspension, with a suspension fork and rear shock. Tires are wide enough to grip the surface, yet not too wide to cause unwanted rolling resistance. Tires may be tubed or tubeless. Tubeless tires have an additional benefit because they can be pumped to lower pressures, allowing for more tire contact and thus traction.

Bicycles designed for downhill and slalom are heavier and more stout than cross-country bikes so that they can hold up to the rougher terrain. These bikes also have more travel in the suspension so the rider can negotiate over the more extreme terrain.

Cyclocross Bicycles
For cyclocross races, a cross between a road bike and mountain bike is used. This bike, a cyclocross bike, has geometry similar to a road bike, is light and stiff. The bottom surface of the top tube is flat so the bike can be easily hoisted and carried on the racer's shoulder when jumping over obstacles. Cross bikes typically have cantilever brakes, located higher on the frame to allow for mud clearance. There can be two sets of brake levers, on the flat top part of the handlebars and above the drops. A cyclocross bike handles well on tight courses, much like a mountain bike. In addition, the wheels are knobby, like a mountain bike's, yet thinner. The tires for cyclocross are typically inflated to pressures between a road and mountain bike's pressure, though some tubeless tires allow lower pressures for more surface contact.

Track Bicycles
Races performed on a track require a fixed-gear bike that is lightweight, aerodynamic and very stiff. Like other types of cycling races, there are different track events, though the same type of bike can be used. This type of bike, called a track bike, looks similar to a road bike. However, a track bike does not have brakes. It has only one gear. The pedals do not spin freely and are, instead, "fixed," in that they turn whenever the rear wheel spins. The wheels on a track bike are stiffer than most wheels. This feature transfers more power during sprinting. Tires are thin and narrow and inflated to high pressures for reduced rolling resistance.

"I suffered to get this result," said Contador, before hoisting the victor's cup, the Arc de Triomphe looming spectacularly in the background. "I don't have words to express what I feel."

Off to one side, Lance Armstrong applauded and then, without much fanfare, headed toward the exit.
"I need a cold beer," he said when asked his thoughts at the finish line.

Rarely has the emergence of a sport's newest superstar dovetailed so neatly with the departure of the last one.
Contador held off a next-to-last day challenge from Andy Schleck of Luxembourg, his runner-up for a second consecutive year, draining much of the drama from the 20th and final stage. Denis Menchov of Russia was third overall.
Armstrong completed his last Tour in 23rd place, 39:20 behind Contador, his former teammate and rival. Armstrong's crash-filled journey was a far cry from the third-place finish he posted in 2009 on his return from a four-year retirement.

Schleck vows he'll win the yellow jersey one day. That promise could produce the next great Tour rivalry, The high-drama point in the race came in Stage 15. Wearing the yellow jersey, Schleck mounted an attack against Contador on a Pyrenean climb. Suddenly, Schleck's chain came undone, and he pedaled in vain. Contador sped ahead, and by the stage finish, had taken yellow and 39 seconds on Schleck — his margin of overall victory.

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.

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2011 Cannondale Supersix HI MOD Carbon Color Black
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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

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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.

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Jamis 2009 Xenith T1 TT Bike Golden Gate Carbon colors Time Trial Bike Tri Bike
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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

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.

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"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.

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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.

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