• Gavin Adkins

    Weird how all that work goes into development and then they basically just zip-tie the junction box to the stem…

    • Winky

      I’m like a broken rocord on that one! In this case, they zip-tie it to a custom-made, hi-tech stem that contains more-than enough volume to accommodate the box.

      • It’s the utility of the box that must be preserved. First, there’s the charging port to consider, which is on the side of the box, and second, the indicator lights for checking battery charge, which on the other side of the box. Bury either in the stem or frame and there’s no point offering either function on the box. Then there is the button on the bottom of the box that must be easy to access when adjusting the gears, hide that one away and no mechanic will want to work on the bike.

        I agree with the sentiment though, can’t this thing be dressed up a little? At least it’s an improvement over the first gen box that attached to a brake cable. Calfee has a custom stem with Di2 integration but I don’t think it represents the height of beauty…

        • jackiesfisher1
        • Marcus

          I used some 3M industrial-strength double sided tape and stuck the junction box to the underside of my stem. Gets rid of the stupid strap at least.

        • Winky

          Yeah, my comment is really directed at Shimano as much as at Giant. Kludging a stem to fit the current “prototype” j-box is not ideal by a long way. Shimano should offer an integrated stem-Di2 system.

        • Kellen Hassell

          a lot of custom builders bond the base mounting plate to the underside of the stem, so at least you don’t have to mess up the visual w/ the band, and the rest of the availability and functionality is preserved.

    • RayG

      I got myself a Barfly 2 Garmin mount specifically because it included the ability to zip tie the Di2 box underneath. Still looks ugly from the side, but no rubber strap over the stem, so it doesn’t look ugly from where I am – in the saddle.

  • BRK

    hmm… interesting. Both the bike and the article.
    Not the best looking bike, but not the worst. I like Giant’s no-nonsense design approach. Giant does enough to get me thinking without being ridiculous.
    Does seem more like a climber’s bike.
    I’ve added it to my “potential next bike” list.

    • Winky

      No-nonsense is a good way to describle Giant, I think. I can’t really get past the aesthetic of the wide seatpost (viewed from the side) atop a skinny seat-tube on the TCRs, though. I admit they look much better in the flesh than the side-on photos indicate. Also, too slopey, but they seem to be getting a slightly flatter TT in each generation. As an infamous Texan said a few years back – “I’m not riding a girl’s bike!” – (thus leading to a generation of Madones where the TT actually slightly sloped the other way – which was also ugly). (Head over to PEZ “reader’s rigs” for a nice C50 renovation with a horizontal TT – that’s how it should be done.)

  • Coat

    any word on the new 2016 Trinity from the Giant peeps ?

  • harvster

    Did you have a complete bike weight for the TCR Advance 0, dura ace Di2 model in your pics/review?

    • I didn’t get the chance to weigh it, but found another article (on road.cc) where the journalist said it weighed 6.58kg without pedals (size large), so about 6.8kg with pedals. A medium size weighed 6.36kg (no pedals)

  • Holby City

    But it’s a Giant.

  • Any cost details for the wheels? Or release dates?

    • Only US at the moment: $1,300/pair for the SLR1, and $2,300/pair for the SLR0

  • Luke Meers

    This statement seemed to contracdict the paragraphs that followed: “I found the stays to be firm, the bottom bracket steady, and the head tube sturdy but riders hoping for a stiff, efficient bike will be disappointed.”

    • The first paragraph was Matt Wikstrom’s review of the previous TCR generation. It was there to show that this is no longer the case with the new TCR. Does that make sense?

      • Luke Meers

        Ah copy that. Sure does.

      • Mike

        Not stiff? Are you kidding. They tested as stiffest bikes around for the last 3 years in the German mags.

  • Jessy Vee

    I think I’m most excited about the new saddle pressure mapping tool. As someone who has bought and borrowed dozens of saddles looking for the perfect saddle and always ending up somewhere between “awful” and “It’s ok, I guess”, I’m eager to be measured by a device a little more high tech that Specialized’s ‘arse-o-meter’. So, if Giant can bring an elite pressure mapping tool to the masses in a more cost effective package, I am SOLD! If they already have similar mapping tools in their R&D labs, it seems a no-brainer to make the same testing tools available to the shops selling the products. Surely the technology would pay for itself after a dozen saddles were purchased?

    • Derek Maher

      Full marks Jessy on your post,Saddles are a bloody mine field.Plus sticky bumpy Irish road surfaces will test your nether regions to the limit.
      No wonder Sean Kelly smiled when he hit the Belgian Cobbles thought he was in heaven.

  • John Otte

    Do we have specs yet? Looking at the tcr advanced 1 for $2500 or the pro 1 for $3500.

    • Scott

      I’m looking at both of these as well. Which one did you decide on and what factors influenced your decision?

  • Tom Wells

    Nice bike, not sure if it’d be worth me upgrading my 2012 TCR Advanced though. Maybe, but not sure!

  • Mark

    Have they really halved the diameter of the seat-stays? They must have been huge in the last iteration.

  • Winky

    While the 2:1 lacing on the rear is a favourite of mine, the benefit of the slightly different pulling and pushing spoke mounting heights seems like it would be miniscule. The cyclical spoke loads as the the spoke moves from under the hub (minimum tension) to over the hub (maximum tension) would be much more significant than the effects of our puny pedalling forces.

    Once the spokes are tight enough to always be in tension (and they are on a properly built and maintained wheel), increasing that tension does nothing to affect wheel stiffness. The spokes are effectively linear springs and have the same response in terms of elongation (or shortening) to variations in tension as the wheel is loaded, regardless of the pre-load tension in the spoke. This is as true for this design as it is for any design.

    Of course, a wheel that is too loose and has the spokes completey unloaded when underneath the hub will be creaky anf noodly, and will be made dramatically stiffer by tightening the spokes. That’s not what we are talking about here.

    • Blake

      Under normal conditions I think deloading at the contact point is far more important than pedaling forces, but racing bicycle design is generally judged based on very specific, not normal conditions. In the case of a rear wheel, a big sprint induces a perfect storm of extreme downward force, side-loading, and power application, all of which try to deload one or two ‘pushing’ spokes at the same instant. Coupled with the fact that stiffness is most prized during a sprint and it is at least theoretically possible that the spoking could make a difference.

  • DangerDirte

    A question of curiosity: how does a company determine which way to route cables? The TCR in the review looks like it’s cabled well but it’s the opposite of what I’d ride in Canada.

    • Matt

      All frames are the same coming out of the mold. Depending on the destination country, shipping complete bikes from the assembly factories will route the cables right/rear (US/EUR) or left/rear (UK/AUS).

  • All nice and it might be a very fine bike. But that scrawny spacer tower topped of with that ugly porky stem which also isn’t really in line with the top tube nor seems to have made up its mind whether it wants to be negatively angled or not… makes me cringe.
    And it makes me wonder if they buy and test bikes of the competition but not live and breathe how components should fit…

    • blood

      Because how something looks is better than how it fits the rider

      • SantoMoreno

        You have to admit that all those spacers do look hideous! #slamthatstem.

        • haitch

          Slam that stem when it’s your bike, yes. Cutting steerers for no reason on a fleet of test bikes, on the other hand, is dumb dumb dumb!

        • Robert Merkel

          Not everybody has the flexibility of a twentysomething pro cyclist.

          What’s the point in slamming the stem if you can’t spend more than 30 seconds in the drops as a result?

          • SantoMoreno

            @haitch I agree its dumb, but it just looks cool!
            @RM see my reply to Haitch. BTW, I am far away from being a flexible twentysomething, the stem on my road bike is by no means slammed and I think it looks terrible!

          • Albert

            I agree, although purists might point you in the direction of a Defy.

  • burnt

    Wade : correct me if I’m misreading – but are you saying the advanced 3 and advanced sl 0 share the exact same frame set?

    I understand from the giant website that the SL has ( or at least used to have ) higher grade carbon and a slightly different manufacturing process to the straight up advanced.

    And if this is the case : which frame set did you ride / were you reviewing ?

  • burnt

    So – the carbon layup is not the same across the three versions – this from elsewhere :

    “There are three bikes in the 2016 TCR range: the top-level Advanced SL, the mid-level Advanced Pro and the Advanced. For each of these three levels, there a further three bikes of varying specification. All share the same frame design, but differ in the the grade of carbon used and the parts selection”.

    I assume from the photos that Wade rode the SL0 ( full spec di2 etc )

  • Cool new design all-in-one flagship bicycle!This is a super light design,listen:The new lightweight headset assembly and ISP seat clamp design save 39 grams.What a great change. It come in 30mm and 55mm deep versions carbon road wheels (http://www.windsailbike.com/road-wheels )that have a 23mm outer width and 17mm tubeless compatible inner width.We focused on 3 things: efficiency, control (handling and tracking through corners), and durability.Used a spoke lacing technique dubbed as “DBL” – dynamic balanced lacing which improves transmission stiffness and balances out the wheel when riding pressure is applied.

  • marzipan

    “riders hoping for a stiff, efficient bike will be disappointed.”

    Article kinda contradicts itself.

  • Brent Edward Beadles

    Does it have clearance for 28mm tires?

  • Christian Díaz Tirado

    SL frames are made from different material, it’s NTC, not just carbon


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