Monday, June 28, 2010

2011 Roubaix, Tarmac and Overhauled Allez Officially Announced!

Taken from bikeradar.com

Specialized 2011 road: new Roubaix SL3, Allez and CruX

By Jeff Jones

The all-new Roubaix SL3, a completely redesigned Allez platform and the new CruX cyclo-cross line were the main points of interest on day one of Specialized's 2011 road press launch in Keystone, Colorado.

Specialized also announced updates to the race oriented Tarmac and endurance focused Secteur, as well as keeping us in the loop with respect to which version of the time trial specific Shiv is going to be mass produced.

Roubaix SL3 is unveiled

We first spotted what we thought might be the Roubaix SL3 at this year's Paris-Roubaix, where Fabian Cancellara rode it to victory with an untouchable 50 km solo breakaway. So impressive was his performance that he was accused of having a hidden motor in his bike, something that he of course vigorously denied. But the story wouldn't go away, prompting the UCI to announce that it would be scanning bikes for illegal devices at races in future.

Specialized, who sponsor Cancellara and his Saxo Bank team, took it a little further. The Roubaix SL3 was unveiled to reveal a giant (hopefully fake!) Duracell battery attached to the downtube.

"We want to come clean. The 2011 Roubaix SL3 will not have batteries," said Specialized's Road Product Director Brent Graves.

Batteries not included:

Batteries not included on the Roubaix SL3

Joking aside, the full carbon Roubaix SL3 is Specialized's best attempt yet at making a comfortable road bike that can still win the toughest one day race in the world. It's the flagship of their endurance road area, which also includes the Secteur, Ruby and Dolce.

"We've made sure the Roubaix delivers the highest performance for the greatest number of riders," said Graves.

How? Specialized say the smoothness is a combination of vibration damping and vertical flex engineered into the frame (we're not going to use the term "vertical compliance" if we can possibly avoid it).

The zertz inserts have been retained, but they're inserted differently:

Zertz elastomer inserts

The damping is done via the Zertz elastomer inserts in the seat stays and in the forks. These aren't anything new, but Specialized has changed the way they're inserted into the stays. They're now mechanically fastened to a cavity in the seat stay. The seat stays themselves have been redesigned to accommodate this.

The flex is introduced through shaping the tubes and using a different modulus of carbon fibre. The shape is flattened so it will flex up and down at the seat tube junction, but not flex sideways. Specialized claims the SL3 has a vertical deflection of 5.7mm/kN, 0.6mm more than the SL2 and (naturally) more than any of their rivals.

A tapered head tube for more stiffness:

A beefy front end

This vertical comfort is all very well, but the bike has to handle confidently and respond quickly when a rider puts the power down. To this end, Specialized have kept their curved "cobra" top tube, which widens and feeds into a beefy tapered head tube to ensure plenty of stiffness at the front end. The forks feature a raised bearing to allow for a "more efficient carbon structure" between the crown and the steerer. The fork has been redesigned slightly too, using a two bladder moulding technique to make it stiffer.

The bottom bracket to chain stay is once piece, again with the aim of increasing the efficiency of power transfer. There's also internal cable routing throughout to allow for Shimano DI2

Specialized say a painted 56cm Roubaix SL3 frame weighs 965g, nearly 100g lighter than the current model S-Works Roubaix SL2.

The SL3 frame design will be used in the 2011 Roubaix Pro and Expert models, while last year's SL2 design will trickle down to the 2011 Roubaix Comp and Elite frames.

On the road

We were able to take the Roubaix SL3 for a 50 mile spin from Keystone to Silverthorne, up the Ute Pass road and back. The smoothness of the ride was immediately apparent, and we enjoyed the confident handling on the descents and in the wind. The power transfer was excellent too. It didn't lose its nerve in the gusty cross/headwind on the way out, and it rewarded us with a top speed of 35mph on the flat on the way back.

The geometry of the Roubaix with its massive head tube made it tough for us to get an aggressive position. If we were going to race on this bike we'd opt for a smaller frame size and a longer stem. However, if you're willing to sacrifice a bit of aeroness for comfort, this bike will suit you.

Secteur: the aluminium Roubaix

The secteur elite:

Secteur Elite

The Secteur series of road bikes is a more affordable, mostly aluminium version of the Roubaix. The Secteur features the same geometry and design as the Roubaix, right down to the Zertz inserts in the carbon seat stays, fork and seat post.

New for next year is the use of the SRAM Apex group (double compact chainset) on the Elite model. Specialized say they will be one of the largest supporters of SRAM Apex in the future.

Tarmac given a new fork

TheTarmac sl3 is the flagship race model:

Tarmac SL3

The race specific Tarmac has undergone a few tweaks for 2011. It keeps its aggressive geometry and makes very few admissions to vertical flex - there's no Zertz inserts in the seat stays or the fork, and the seat stays are triangulated for more stiffness.

More stiffness seems to be the mantra for most ProTour riders. For them it equates to more confident and positive handling and better power transfer.

The Tarmac is already very stiff, but Specialized have come up with a new fork with a bigger cross section so the blades are much wider and stiffer than the pervious version.

Is it a case of stiffness that goes up to 11? Possibly, but again you can't argue with the results. Riders on board Tarmacs have won more than 25 ProTour races this year, and given that Alberto Contador, Fabian Cancellara, Frank and Andy Schleck will all race them at the Tour de France, there's no doubt the frame will enjoy more success.

Allez gets extreme makeover

The new allez comp:

The Allez Comp

One of the most exciting bikes shown at Keystone was the well-known Allez. which has been completely redesigned for 2011.

Like the Secteur aligns to the Roubaix, the aluminium Allez now aligns to the Tarmac. The geometry is identical to the Tarmac, which makes it an ideal entry level race bike.

Stiffness has been emphasised on the Allez so it should tackle road races and criteriums with equal aplomb. Its stiffness to weight ratio has been increased by 20% compared to the current model Allez, and while it's not at the level of the Tarmac SL3, it's not far off.

There are two versions of the frame: the top level E5 and the A1, which is 75g heavier than the E5.

The E5 features a 1 1/8" to 1 1/2" tapered head tube, while the A1 has a straight 1 1/8". Both frames have the Tarmac-like triangular seat stays, raised bearing placement in the fork, oversized chain stays and a braze-on rather than clamp-on front derailleur to help increase bottom bracket stiffness.

Most importantly, it's been ridden to victory in Specialized's famous Friday afternoon lunch ride, a world championship for those who take part.

Cyclo-cross: Enter the CruX

The all new crux, in carbon form:

The carbon CruX

The final machine to be launched on day one at Keystone is the CruX, a new cyclo-cross platform for Specialized. This doesn't take the place of the popular Tricross series, but it's aimed at a higher level of performance.

The CruX comes in carbon S-Works and aluminium E5 frames. A key feature on both is the internal cabling in order to keep things clean in a mud-fest as well as making it less painful to shoulder your bike. On the front, a 1 1/8" to 1 1/2" head tube is aimed at increasing stiffness, while a one piece forged front brake cable hanger should help reduce brake chatter and squeal.

The CruX will be available as both a complete bike and a frameset.

Transition and Shiv: Ignore the UCI

Specialized's two time trial frames, the Transition and the Shiv, are essentially unchanged for 2011.

They have both come under scrutiny by the UCI, the world governing body for cycling, and this has dictated which markets they're aimed at.

The Transition because the fins behind the fork are deemed to be a non-structural fairing, which is illegal under UCI rules. But it only seems to be at the ProTour level. So ProTour riders have been racing fin-less Transitions this season, however these bikes aren't available for general sale. If you are doing a UCI race on a Transition, then it's best to check with the commissaire beforehand about the legality of your bike. It may well be allowed.

The Transition will be offered in six sizes, but the S-Works module will be discontinued as it's been superceded by the Shiv.

The transition is essentially unchanged for 2011:

The race-proven Transition

You can buy the shiv as a frameset module:

The Shiv module

The Shiv in its first and fastest incarnation has been banned by the UCI, mainly because of its "nose cone", again deemed a non-structural fairing. Thus, ProTour riders have been racing on modified Shivs that aren't intended to be sold to the public yet, and Specialized won't say when they will be.

Specialized have instead turned to the lucrative triathlon market, where the Shiv has been fully approved by the World Triathlon Corporation, who govern Ironman races and USA Triathlon (the International Triathlon Union hasn't approved it, but they don't typically allow full time trial bikes in competition). While the Shiv is still available in relatively limited quantities as a frameset module, it does mean you can buy a faster bike than the one Fabian Cancellara is allowed to race.

Prices for all 2011 Specialized bikes are to be confirmed, but the word is that they'll be "aggressively priced", which is good news for the consumer.

And that's all from day one at Keystone. Stay tuned for more road (and mountain bike) offerings in the coming days.

Saturday, June 26, 2010

Junior Group Ride

Hello everyone,

We are having a junior group ride tomorrow at 9:30 we are not sure of the meeting place so call the shop for that.

40km distance 20km/h average.

Anyone is welcome, but juniors are prefered for this ride.

Colin and Jairus are ride leaders for this.

See you then!

Friday, June 25, 2010

...I should have consolidated these 2011 posts!


HERES ANOTHER 2011 BIKE!!!!

the specialized P24

its basically a 24" bmx

I want one, retails suppose to be $500usd





more 2011 Tarmac colourways



I'm loving that there is so much info on the new years bikes coming in!

Body Geometry Romin carbon-reinforced saddle with contoured profile for optimal power position
The FACT carbon fork is light, stiff and compliant with a tapered steerer and 12K weave construction
New FACT IS 8r carbon SL2 frame with tapered head tube and elliptical seatstays is race-ready stiff and fast without sacrificing compliance
Smooth, precise Shimano 105 STI shifters are renowned for their race-ready performance and exceptional value
FACT carbon Pave seatpost uses a Zertz insert to minimize road vibrations for greater comfort but remains stiff and efficient
Adjustable 4-position oversized alloy stem with 31.8mm bar clamp for strength and versatile positioning



2011 Specialized Safire Pro


All this talk of new 2011 bikes is getting me excited. Although there has been little to no talk about Trek's mountain and road line up for this year. Hurry up and get some rumours going internet!

The Safire ladies bike is looking like its going to get a nice overhauled suspension this year. This is great news to any women who want a better feeling air shock bike.

Heres the latest verion (2010 and before)



And here is the new re-designed version*

*note that it will most likely not be spec'd with Sram XX

Tuesday, June 8, 2010

Cool story from Chris Horner

Chris Horner's recount from the tour of Dauphine stage.


Today’s stage in the Dauphine started on narrow, wet roads, and the action began immediately. No more than 3 miles into the stage, a crash hit, taking down 5 or 6 riders. I was still upright, but just barely as I had one rider riding piggy back on me as his front wheel tried to ride up my leg, and his spokes ate my shoe! I fought the bike hard to keep it upright with the extra weight and force of the rider almost pulling me down. As the riders in front me pulled away and a gap opened up again, I was able to let off the brakes and push hard on the pedals to free myself from my unwanted friend. I'm not even sure what happened happen to him as I had to start sprinting immediately to close the gaps that had formed in front of me and stay with the peloton, which was now a long single file line that ran the length of a few football fields.

Right away, I noticed that I hadn't come out of the crash unscathed. My left shoe buckle had been torn off by the spokes, while my rear derailleur had been through a fight of its own. As a result, I had lost the 11 and 12 tooth cogs. At that moment, there was no time to fix any of the problems as the first climb of the day at 6 miles into the race was coming up fast. With no break off yet I knew the climb was going to be interesting, as I was at the back of the group riding a handicap bike with only a shoe and half to work with. Guys around me were on the limit as the field began stretching out with gaps opening up all around me. It was a good thing the climb was only a mile and half long, or I might have been in some serious trouble! As it was the top of the climb came just soon enough that the gaps that had opened up weren't too difficult to close, all things considered.

Shortly after the climb a group of 5 escaped off the front, the pace in the field mellowed out, and it was time to do some damage control. My team director, Gallo, who was driving the car that held my replacement shoe and bike, had everything ready to go when I stopped on the side of the road. The car stopped just behind me as I was off my bike bent over and removing my broken shoe. I yelled to the mechanic Juan as he stepped out of the car to toss my shoe to me before grabbing my spare bike. While he was getting the bike, I was changing my custom insoles from one shoe to the next. I had the shoe on just as my bike appeared and in no time at all Gallo was pushing me down the road once again, where I had two teammates waiting to take me back to the front.

We started flying down the twisty wet descent, diving in and out of the corners, passing the caravan of cars with inches to spare. As we passed each director’s car they would honk the car horn to warn the car in front that we were coming by.

After a few turns I realized that all was not right with the new bike. The rush job to get all of the new bikes ready in time for the Dauphine had left something forgotten. While I dove through one of the tight corners, the bars had started to turn in a direction of their own! Now, some problems you can live with and get through the day, but a loose stem isn't one of them! I slowed the bike, carefully maneuvering it to the side of the road, and waited for the second team car, driven by Jose Azevedo, to appear, since Gallo was still way behind repairing my first bike.

Ace looked at the problem for a second before he realized that between himself (our second director) and the team doctor, who was his only companion in the car, and with no tools between them, that we were going to have to improvise. Ace grab Tomas' bike - which is at least two sizes too big for me - off the roof and off I went again. I think it was almost a toss up to decide which was less dangerous to ride down a technical descent, with the too large bike coming out just ahead over the loose stem.

I made it down the hill and back to the group on Tomas’ bike just as Gallo radioed to me that he had my first bike up and going again. I stopped again on the right side of the road as Gallo's car came flying to a stop just behind me. Juan came jetting out of the car once again, and before I knew it I was back on my original bike in the group and pedaling along as if nothing had happened, with only my single red shoe cover showing evidence of the day’s drama.

The rest of the day was much calmer with only great scenery viewing to pass the time until it was once again time for final fight between the sprinters to the line. But one HTC-Columbia rider had his own story to tell as we were all fighting for space on the road with less than 5 miles to go. I watched him drop off the road into a two foot deep ditch, flying end over end with his bike launching up and into the air. It was unbelievable!

The original break was reeled in with less than two miles to go to finish. They came through the field at us like parked cars in the middle of the road. Riders were going in every direction but straight in order to avoid them. After they all passed through I was next to Alberto Contador. We looked at each with the same thought reflected in our eyes, “Let's get out of here!” But, having survived another stage, tomorrow’s individually time trial should hopefully be a little less dramatic!

Friday, June 4, 2010

WOW


From the bastion square crit