While severe worldwide shortages in bike the case of components and supplementaries represent brand-new artery motorcycle announcements have not been as frequent as ordinary this year, it seems time trial bike development has continued at pace. Both Canyon, Cannondale( still unannounced) recently debuted new TT rigs. Now it seems Trek and Factor have done the same.
The Trek Speed Concept is one of the most successful time trial bikes on the market, but it has glanced a bit long in the tooth of late. As such, it comes as no surprise that Trek has moved to update its period test machine. It should also come as no surprise the new bicycle features disc restraints, as Trek’s top-end road range is now alone disc-brake-only.
Trek has seen other palpable revises to the new bike. Starting with the front end, it seems Trek has done apart with its mono bar cockpit setup and moved to a more traditional twin riser set up under the elbow pads.
As seen at the Dauphine, the brand-new front end features a more traditional twin riser extension setup and smooth-flowing stem-into-top tube design. The front tubing extent is as you’d expect with service standards internal steerer tube blueprint.
These twin risers are attached to what looks like a newly designed integrated handlebar and stanch, which spurts nearly seamlessly into the top tube as per many modern TT bikes.
Trek has trenched the nose cone style fork and heading tubing setup, promoting a dropped chief tube that helps integrate that new stem into the top tubing. This setup causes a smoother, fully integrated setup offering less frontal domain to the wind.
Trek has paired this integrated front end with a much bigger top tube and a down tubing peculiarity a cutout to hug that figurehead rotation. It all seems to have been designed to improve the airflow over the bicycle.
The brand-new Trek aspects a cleanser front end, deeper surface tubing, and discontinued fanny keeps.
Moving to the rear of the frame and perhaps the most notable design element is the new discontinued seatstays. In move forward with new superhighway and TT bikes, the seatstays attach to the seat tube much lower than on the aged Speed Concept.
More interestingly, though, the abides likewise boast a lengthy horizontal section lengthening back and around the rear wheel before stopping to the rear hub. It’s a design which, it has to be said, looks very similar to that of the Specialized Shiv TT.
The seatstays on the outgoing Speed Concept fastened much higher on the seat tube and appeared to flow into a compensation triangle at the seat tube/ top tube interface. Trek has stick with this compensation triangle, and although it’s hard to tell for certain, it seems to have even grown a bit.
If it has grown this could be thanks to the recent relaxation of formulate motif regulations by the UCI. Trek may also be resting on these new regulations with its much more profound top tubing/ pate tube interface.
However, it has to be said Trek certainly hasn’t gone overboard with the freedom of the media the new regulations offer. The brand-new Speed Concept seems relatively tame compared to what is possible, given the UCI’s updated conventions grant the option to go as narrow as 10 mm in tubing extent and pair that thicknes to an 8: 1 position ratio( e.g. 80 mm magnitude, 10 mm extent ). That doesn’t mean the brand-new motorcycle is lacking any quicken though. Trek might well have found a layout that proves to be just as fast without the computed heavines big tubings would surely generating.
In a somewhat strange move that I am sure Trek will interpret when the motorcycle is officially announced, the new rig gets a slight name change, ceasing all the vowels from the word “Concept” to create “Speed CNCPT”. Trek has also decked the bicycles out with the time stamp 00:00: 00. Let’s hope that’s not the time saved by switching to the new motorcycle.
One brand which does seem to have taken all the benefits of the new regulations is Factor. In the stage 21 era trial at the Giro d’Italia, Matthias Brandle of Israel Start-Up Nation finished in 16 th posture aboard a blacked-out, as-yet-unannounced time trial bike, likely an updated Slick TT from squad patron Factor.
This new Factor is perhaps the most interesting bike since the Lotus Hope GB move bike was announced in 2019. The new Factor appears to be the first bike to actually utilise all the freedom the new UCI regulations offer.
This new design freedom is most visible in the ultra-narrow tubing seemingly used throughout the frame and the deep and terribly wide-sitting crotches and seatstays.
Let’s take a look at the front end of the brand-new bike first. While modern TT bikes are often fully integrated and narrow, I have yet to see anything with a brain tube( or principal tube-covering heat shield in such cases) as thin as the brand-new Factor. The heat shield/ external steerer-style fork which covers the intelligence tube seemingly targets that new 10 mm minimum diameter power before purporting for the ended antonym influence, flaring out to an ultra-wide stance at the priorities in the crotch legs.
The front end of the new Factor TT motorcycle is a brand-new take on what is possible for road time trial bike design.The ultra-narrow external steerer crotch is paired to an ultra-wide fork.The mono-riser setup remains, although attached here to a Wattshop base to match the Anemoi propagations. Brandle finished his Giro with a brand-new motorcycle period.
This nose cone-style fork has the effect of extending the depth of the head tube, while staying within the UCI regulations, while the wider-stance fork legs are said to create a smoother airflow between the motor and crotch. This compounding adds up to create a look rarely seen in road time visitations.
The forkings too seem notably wider than on most other era visitation bikes- again a design option prepared possible by the unwound UCI regulations- which should be reflected in a more aerodynamic setup.
Brandle was using Wattshop Anemoi aero increases, but probably the final edition of the brand-new motorcycle will feature a brand-new cockpit scheme from Factor. It does appear though the brand-new frame maintains the mono riser setup from the current Slick, so expect to see that style remain.
Moving back through the chassis Factor seems to have done away with the twin-vane split down tube on the current Slick, in the interests of a truncated mode aero contour, but it is difficult to tell for sure.
The brand-new bike features a collected underside bracket expanse, a designing already integrated into the current Slick but seemingly further filled in now. The rear of the manager tubing is also restricted and profiled in, presumably for improved “aeroness”.
One thing we can see is a larger and elevated freighter bracket sphere. “Thats one” field formulate decorators often target for improved aerodynamics, especially on triathlon bikes where regulations are not as inflexible on how enlarged this area can be.
In keeping with the rest of the bicycle, Factor has opted for a instead deep posterior tube and seatpost, again for improved airflow.
More interesting, though, are the rear seatstays. As we have come to expect, the new remains are descent low on the seat tube, even if not quite as low-spirited as the brand-new Trek above.
What’s interesting about the brand-new abides is how they lengthen out of the seat tube. While again not extending as far back horizontally as the stays on the brand-new Speed CNCPT, they model a Formula One rear wing-esque shelf behind the seat stay before sagging to the rear hub. Without report from Factor on this new design, it isn’t easy to conjecture what this motif achieves, but perhaps it controls the airflow to help reduce drag in the wake of the rider or around the rear wheel.
The Factor unsurprisingly also peculiarity disc brakes, as Factor is another brand moving exclusively to disc-only road bikes.
The rear of the brand-new bike is very narrow … everywhere except where it is extremely wide.The seatstays kind a shelf-like shape behind the seat tube.Another view of that seatstay and seat tube area.The sheer width of both crotches and seatstays is clear to see.
We didn’t spot any equestrians in Wednesday’s Dauphine time trial aboard the brand-new bike, but apparently, the Tour and Olympics equestrians will all be aboard the new machine later this month and in July.
While dedicating equipment and resources to TT bikes during the course of its world-wide dearth might seem strange, it is quite likely this development work started long before the impact of the shortages hit home. The raft of new TT rigs this year is also likely due to the upcoming Olympics, a Tour de France with two tedious season tribulations, the natural timing of design updates, and with that, the opportunity to introduce disc brake into TT rigs.
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