Joining VeloClub not only supports the work we do, there are some fantastic benefits:
by James Huang
July 31, 2018
Photography by James Huang and Sterling Lorence
Giant’s previous-generation Defy range broke new ground in 2014 by being the first complete range of endurance road bikes from a major manufacturer to exclusively offer disc brakes. It was also a very nice bike, period, but also more of a toned-down road racer than a machine that was purpose-built for performance-oriented comfort. That’s all changed with the new Defy Advanced family, which rides much more smoothly and is a little more versatile than before, and now even includes a Giant-developed dual-sided power meter as standard equipment on the top-end model. But even so, it’s still a high-performance rig that can keep up just as well as before.
One of the core features of the Giant Defy range was its D-Fuse seatpost. Seatpost flex has long been identified as a key contributor to rider comfort, and the D-shaped one on the Defy, with its flat-backed profile, was designed to flex more on bumps. Giant may not have been the very first to use the idea, but it’s since been adopted by many other companies for the same reason that Giant did: because it worked.
The top-end Defy Advanced Pro 0 (there is no SL model, at least not for now) is an impressively sharp and wickedly comfortable machine. The Defy family is the “bread and butter” of Giant’s road bike range, and given the improvements, that trend will certainly continue moving forward. Photo: Sterling Lorence.
Not surprisingly, then, the new Defy Advanced continues on with the idea, but with more refined shaping throughout the rear end so the entire seat tube is even more flexible and can provide even greater comfort than before. A very slight curve in the slender seatstays has been added to further promote that movement, and the offset seat cluster (which has also been proven to promote desirable rear-end movement) continues on as well. The compact frame design that Giant pioneered in the 1990s is especially fitting here, too, since it exposes more seatpost than frames with moderately sloping or level top tubes.
What was missing before, however, was that same level of comfort up front; like the original Trek Domane, the previous Defy could still feel jarring through the bars. But how to tackle that without copying the flexy steerer tube design of Trek’s Front IsoSpeed, or the dedicated FutureShock coil-spring element of the Specialized Roubaix?
Simple: turn the seatpost sideways.
Giant has carried over the D-Fuse seatpost concept over to a new D-Fuse handlebar on the new Defy. Made in both carbon fiber and aluminum versions, the tops feature a D-shaped profile that provides a noticeable amount of give on less-than-perfect tarmac. Photo: Sterling Lorence.
The 2019 Defy Advanced’s new D-Fuse handlebar uses a similar D-shaped cross-section on the bar tops, with the same end goal as on the seatpost — and it’s supposedly good for up to 12mm of movement at the end of the drops. There are aluminum and carbon fiber versions of the new bar, and Giant says the flex characteristics of each has been tuned to mirror the rear end. The amount of compliance can also be adjusted by rotating the bar in the stem clamp so as to change the orientation of that D-shaped cross-section relative to impact forces, and since the lower part of the bar tops is rounded as usual, it remains stiff when pulling upward, like in a sprint or steep climb.
It’s an obvious solution in hindsight, and like many good ideas, Giant isn’t the only company to come to a similar conclusion. The flattened stem on the new BMC Timemachine Road is intentionally shaped to do the same thing, for example, and Trek claims similar benefits on the integrated cockpit of the latest Madone. But what many riders will invariably find appealing about the D-Fuse bar concept is its straightforward design.
“We’ve always erred towards simplicity in our designs,” said Giant global product marketing manager Andrew Juskaitis. “We’re not a fan of gimmicks.”
Giant officially pegs the maximum allowable tire size on the new Defy Advanced range at 32mm – or 28mm when fenders are fitted. Pictured here are 28c Giant Gavia tubeless clinchers mounted on 17mm-wide Giant SLR 1 carbon clinchers.
Adding further plushness are newly upsized tires. Giant equipped the previous-generation Defy with 25mm-wide rubber, with a maximum allowable tire size of 28mm; that’s now increased to 32mm, with 28mm-wide tires included stock. Riders in wetter climates will be glad to hear that Giant has built front and rear fender mounts into the new frameset, too (although when fitted, the maximum recommended tire size is 28mm).
As much as Giant focused more keenly on ride quality this time around, the company still didn’t want to give up the performance that many riders prized in the old version.
One direct benefit of isolating the comfort aspects of the bike to the seatpost and handlebar is that it allowed frame designers to concentrate more on stiffness for the rest of the Defy Advanced chassis. Aside from those super-skinny seatstays and the pared-down seat tube, the rest of the carbon fiber frame is notably big and bulbous like a purebred climber. Down below is Giant’s trademark “PowerCore” bottom bracket — basically its moniker for BB86 — with all the adjoining tubes flared out to the edges of the press-fit shell to boost low-end rigidity. The down tube is, well, giant, and while the top tube starts out fairly slender at the seat tube, it flares substantially as it approaches the tapered head tube.
Giant’s decision to build much of the Defy Advanced’s ride comfort into the handlebar and seatpost means the the front triangle can remain quite stout for good torsional stiffness. The down tube is truly enormous, yet the bike rides exceptionally smoothly.
The end result, according to Giant, is a pedaling stiffness measurement identical to the new Propel aero road racing bike, and although the company didn’t provide figures for front-end torsional stiffness, that likely isn’t too far off, judging by the size of the main tubes. Adding to that is the OverDrive 2 1 1/4-to-1 1/2in tapered steerer tube on the all-carbon fork for the upper-end Defy Advanced Pro models; standard Defy Advanced frames get a more conventional 1 1/8-to-1 1/2in tapered steerer.
In an age when seemingly everything is going aero to some degree, it might seem odd that Giant hasn’t bothered to incorporate a lick of wind-cheating shaping into the new Defy range, instead concentrating solely on ride quality without worrying about the marginal effects of a little more drag. Truth be told, most Defy buyers probably won’t care how efficiently they move through the air; they just don’t want their hands and butt to hurt. Aero wheels, helmets, and clothing contribute more in that regard than aero frames, anyway, so it’s hard to argue with Giant’s approach here.
But that said, the new Defy Advanced Pro models still borrow a page from the Propel’s playbook with the new Contact Stealth SL stem. Derailleur and brake lines are routed from the bar along the top and down the back of the stem, before entering the frame behind the headset. Bolt-on cosmetic plastic caps keep all of that concealed for a neat and tidy look, along with split headset spacers similar to what’s used on the Propel.
Similar (but not identical) to the system that Giant uses on the Propel aero road bike is a capped stem that hides the internally routed cables. It conceals the lines, yes, but it also adds visual bulk elsewhere, especially if you need to run a tall stack of spacers.
Other features include flat-mount disc brakes instead of the post-mount ones on the previous version — the entire Defy range is once again disc-only — 12mm front and rear thru-axles, and very wide-range gearing with 50/34T chainrings up front and 11-34T cassettes on all models.
Interestingly, Giant hasn’t introduced a new flagship-level Defy Advanced SL chassis like on the old Defy range. Giant didn’t announce any plans to reintroduce something at such a premium end of the spectrum, with its integrated seatmast and paltry 730g claimed frame weight, but that’s not to say that it won’t be added later.
So for now, the Defy Advanced Pro will be the torch-bearer for the new Defy family, built with Giant’s second-tier blend of carbon fibers and a little extra heft as a result. Claimed frame weight is 920g for a painted medium frame. The standard Defy Advanced uses the same frame shape and fiber composition, but with the aforementioned downsized steerer tube dimension on the full-carbon fork.
The all-carbon fork uses slender legs (also with flat-backed profiles) to further enhance ride comfort. All Defy Advanced forks feature tapered steerer tubes with 1 1/2in lower diameters, but while the standard Defy Advanced uses a 1 1/8in diameter up top, the Defy Advanced Pro gets the OverDrive 2 treatment with its bigger 1 1/4in diameter.
Standard Defy Advanced models also make do with more conventional stems and partially exposed cabling, although the routing is still similar overall.
The Defy has always been among the more sporting of major-label endurance road bikes, with handling and positioning that were only mildly toned-down relative to the more racing-oriented TCR family. That mostly hasn’t changed, but Giant has still added a little more stability — well, sort of.
Bottom bracket drop has increased from 70mm to 75mm for a more planted feel at high speed, and a more planted composure through corners. But that’s been offset somewhat by slightly altered head tube angles. Save for the smallest size, trail decreased by a scant 1-2mm across the board as a result to make the front ends a touch more agile. In fact, the trail numbers are now even closer to those of the TCR than before, but that dartiness is tempered by the Defy’s longer chainstays, longer front-centers, and longer wheelbases.
Adding to the redesigned Defy Advanced Pro’s incredibly supple ride is the offset seat cluster, another strategy that an increasing number of companies have employed in recent years to promote frame flex over bumps.
Also new — and long overdue — is an XL size for taller riders.
Stack and reach dimensions remain only subtly relaxed relative to the TCR family. Across the small, medium, and large sizes, the stack on the Defy is a fairly modest 17-24mm taller, while the reach is just 4-12mm shorter.
Several bike brands have begun including power meters on their upper-end road bikes, and Giant is now the latest company to toss its hat into that ring. And like Specialized, the new Giant Power Pro power meter is branded as an in-house item. But according to Giant, its power meter was wholly developed in-house, including all hardware and software, with no outside collaboration (Specialized worked with 4iiii Innovations for the S-Works power meter).
One might assume, given the appearance, that Giant partnered with Pioneer to develop its new Power Pro power meter. But Giant says the new dual-sided meter was developed completely in-house. It will be included as stock equipment on the Defy Advanced Pro 0 (as well as a few other select road models for 2019). Claimed accuracy is +/- 2%.
The crankarm-based Giant Power Pro offers independent dual-sided measurement with advanced features such as left/right power balance and force angle. Accuracy is pegged at +/- 2%, and claimed battery life is 150 hours or 1,500 miles of ride time. Like most dual-sided devices on the market, the two sides of the Power Pro aren’t physically connected, so each unit has its own ANT+ and Bluetooth-compatible wireless hardware and battery, the latter of which is recharged with a proprietary magnetic dongle.
An associated smartphone app allows for easy battery monitoring and calibration, and Giant claims that the Power Pro is weatherproof to the IPX7 certification standard.
The Power Pro will be included as standard equipment on the top-end Defy Advanced Pro 0 and a few other of Giant’s more premium road bikes to be announced for 2019. Aftermarket sales are scheduled to follow in about a year or so, with the aggressive pricing you’ve come to expect from the Taiwanese company. Target price will be around US$849-899 for the Ultegra model.
Giant will offer up to seven carbon Defy Advanced models for the 2019 season, depending on region.
The top-end Defy Advanced Pro 0 is built with a Shimano Ultegra Di2 disc-brake groupset, the Giant Power Pro power meter, a Giant SLR-0 carbon clincher wheelset, and the carbon fiber Giant Contact SLR D-Fuse handlebar for US$5,300 / AU$6,699.
The US$3,600 / AU$4,999 Defy Advanced Pro 1 swaps the Ultegra Di2 groupset for the mechanical version, and the Defy Advanced Pro 2 moves to a Shimano 105 mechanical transmission and the aluminum Contact SL D-Fuse handlebar; pricing on that model is still to be confirmed.
From there, the Defy Advanced range moves to the standard OverDrive fork and non-stealth stems.
The Defy Advanced 1 (US$2,400 / AU$N/A) comes with a mechanical Shimano Ultegra transmission, Shimano Ultegra hydraulic disc brakes, and Giant P-R2 aluminum clinchers. Certain regions will see an alternative Defy Advanced 1 that substitutes the Ultegra hydraulic disc brakes for Giant’s own Conduct SL mechanical-to-hydraulic disc brakes.
The Defy Advanced 2 (US$2,000 / AU$2,999) also uses Giant’s Conduct SL hybrid disc brakes, but with a Shimano 105 transmission, and finally, there’s the Defy Advanced 3 (US$1,750 / AU$N/A) with a Shimano Tiagra transmission and Giant Conduct hybrid disc brakes.
Availability is still to be confirmed across the board. Australian and New Zealand markets will only offer the Defy Advanced Pro 0, Advanced Pro 1 and Advanced 2.
The Defy Advanced Pro 2 comes with a Shimano 105 mechanical transmission, Shimano 105 hydraulic disc brakes, and Giant’s SLR-1 carbon clinchers. Photo: Giant Bicycle.
Giant chose to debut the new Defy Advanced range at the foot of the legendary Gavia pass in northern Italy, where the roads are unevenly paved and littered with frost heave and potholes, and the corners transition inconsistently from slightly banked to off-camber to crowned. Climbing either side isn’t exactly easy — we did both over two successive days on the top-end Defy Advanced Pro 0 model — and the descents demand a deft hand and keen attention.
In other words, it’s a fitting crucible for quickly getting a good feel for what the new Defy Advanced range has to offer. And for the most part, it’s a fantastic bike.
The new Giant Defy Advanced Pro 0 is a very capable machine on long, hard climbs, but also a joy to thrash on fast downhills, too. Photo: Sterling Lorence.
As promised, both the D-Fuse seatpost and D-Fuse handlebar visibly and tangibly move on a wide range of road imperfections, helping to cancel out smaller road buzz as well as dull the harshness of unexpected potholes. Combined with 70-75psi in the 28mm-wide tubeless tires, the Defy Advanced Pro 0 is the proverbial couch on wheels, even in the small size that I rode. Even better, the ride quality is finally very balanced from front to rear.
Also as promised, the new Defy hasn’t lost the snappiness under power that characterized the old model. Sections of the Gavia kick up into the mid-teens in terms of gradient, and rising out of the saddle and swinging the bars back and forth reveal little undesired bottom bracket sway or rear-end wag, but plenty of eagerness to accelerate forward. That D-shaped handlebar really does do an admirable job of resisting movement when you pull upwards on the hoods or drops, too, and even though Giant hasn’t graced the Defy Advanced family with its best carbon fiber, the complete bike is still pleasantly light at 8.22kg (18.12lb) with a set of Time Expresso 4 pedals, a pair of Giant carbon cages, and a chunky integrated computer mount attached to the stem faceplate — not bad, especially when you consider that the Ultegra Di2 groupset isn’t exactly renowned for its wispiness.
All Giant Defy Advanced and Advanced Pro models are fitted with compact 50/34T chainrings up front and wide-range 11-34T cassettes. The 1:1 low gear ratio was most welcome while climbing up the south side of the Gavia.
Handling manners on the Defy are fantastic, with both superb high-speed stability upwards of 70km/h, but yet a willing eagerness to dive into corner apexes. Sure, it still doesn’t quite snake through turns or alter its line as readily as the TCR, but short of criterium racers, I’m not sure many riders will care.
And as for that power meter, well, it produced numbers on the Giant NeosTrack head unit that seemed believable enough. I didn’t have any way of verifying the system’s accuracy, though, and also didn’t have the bike for enough time to monitor its long-term consistency. The jury’s still out on this one, but let’s hope Giant did its homework.
I’d be lying if I said the new Defy Advanced was all flowers and rainbows, though.
For one, I can’t say I’m a big fan of the Contact SL Stealth stem concept. While the concealed cabling is nice in theory, the bolt-on plastic caps and bulbous headset spacers add back a bunch of visual clutter and bulk. It also makes it tricky to change handlebar height or stem length, since the lines need to be cut to precise lengths for everything to work inside the frame and fork.
Removing spacers definitely improves the visual balance of the new Giant Defy Advanced Pro. Otherwise, the front end looks rather ungainly and top-heavy, especially when contrasted with the svelte rear end.
Perhaps compounding that issue is the D-Fuse handlebar’s extremely short reach, shallow drop, and clipped ends. That sort of shaping is clearly aimed at more casual riders, but I couldn’t get over the sensation that I was riding a kid’s bar with too much cut off of the ends. The minimal reach also makes for little difference in posture when your hands are on the tops vs. the hoods. If you’re listening, Giant, please expand the D-Fuse handlebar concept into something with a more conventional shape.
Moving on to finer details, I also don’t quite understand Giant’s decision to spec 140mm-diameter rotors front and rear. While Shimano does declare such a thing to be safe, I frequently found myself wishing for more braking power when approaching the countess tight-radius downhill switchbacks that punctuated the sinuous descent down into the quaint little ski town of Santa Caterina Valfulva. On the plus side, the brakes never once made a peep, even when hot, although conditions were bone-dry for both days of riding so I can’t say if that would have been the case in the wet.
Giant has curiously opted to equip the Defy range with 140mm-diameter rotors front and rear, rather than a more forgiving (and more powerful) 160mm one up front. It’s thankfully an easy switch for riders that want more braking performance. Riders that prefer rim brakes are out of luck, though; the Defy is once again disc-only across the board.
Finally, I appreciate that Giant is following the lead of other companies in incorporating some accessory integration into the range. The new saddles have little ports on the back for things like LED blinkers, bags, and mini-fenders, but the faceplate-mounted computer perch just looks big and clumsy to my eye, adding to the inelegance of the cockpit area in general. It also lacks angle adjustment, and I kept wishing I could tilt the screen down a bit from where it was.
Otherwise, though, Giant has done a really nice job here, and I truly look forward to spending more time on a long-term sample. In all honesty, if I were in the market for something like this, I’d seriously consider buying one.
Giant sought to make its Defy range of endurance road bikes more comfortable and more versatile than before. It sure feels like it succeeded.
Giant first introduced its “D-Fuse” D-shaped carbon fiber seatpost on the previous-generation Defy, claiming the flattened trailing edge made the seatpost more apt to flex over bumps. Giant wasn’t the first to use the concept, and certainly hasn’t been the last, and it’s both tangibly and visibly effective.
Giant’s compact road frame design is well suited to a comfortable ride, too, given that it exposes more seatpost than a semi-compact or traditional profile.
The Defy is more capable than before – it now officially clears 32mm-wide tires – but Giant is quick to point out that Defy is still very much meant to be ridden on paved (or maybe smoother dirt) roads. This is not designed as a gravel machine.
Cables are mostly hidden on the new Defy, but not completely so.
Riders can tune the ride feel of the bars, too, based on how they’re rotated in the stem (which changes the orientation of that D-shaped profile relative to impact forces). Of course, doing so will also alter the fit of the bar, too, so that’s something to keep in mind.
Granted, the Giant Defy is more likely to find favor toward riders that want a less aggressive position than the more racing-oriented TCR. But even so, the D-Fuse handlebar still sports a very unusually short reach and shallow drop. The D-Fuse concept clearly works as intended, but some other bar shapes would be welcome.
The profiled headset spacers are split so it’s a little easier to make handlebar height adjustments. The profiled cap still requires you to cut the steerer mostly flush, though. The rear half of the headset spacers are made of a soft, rubbery material so as not to damage the cables that are hidden inside as the bars are turned.
Similarly, these spring-loaded doors on the stem’s cosmetic cap are also in place to prevent cable damage when turning the bars. To access the stem clamp bolts, the cap is simply removed completely.
The plastic top and rear caps also make the stems look much longer than they really are, for better or worse. This one looks like it could be a 130mm, for example, but the axis of rotation is actually roughly in between the two bolts holding on the rear stem cap.
Giant offers an integrated computer mount that attaches to the lower pair of stem faceplate bolts. The upward angle makes it easier to view the screen, but some riders might find it to look a little funny.
Clearance through the fork is definitely quite generous with the stock 28mm-wide tires.
The fork blades have a somewhat bowlegged stance.
Down below is Giant’s long-running “PowerCore” press-fit bottom bracket – otherwise known as a common BB86 setup with adjoining tube sections that are pushed far out to the edges of the shell to help enhance frame stiffness. Press-fit fitments are still viewed unfavorably by a large portion of the discerning market, but in fairness to Giant, BB86 is genereally less problematic than most narrow-format press-fit designs, such as BB30 and PF30.
The top tube gracefully grows in both width and height as it approaches the head tube.
Cables are fully hidden on stock bikes, but the new Defy Advanced and Advanced Pro can still be used with conventional stems and cockpits if desired, and cables can be fed into the head tube if desired.
Whereas the two sides of Shimano’s Dura-Ace power meter are physically connected and share a single battery, Giant is going with separate units, each with their own wireless transmitters and rechargeable batteries. Claimed battery life is 150 hours or 1,500 miles of riding, and recharging is done with a proprietary magnetic dongle.
Giant is continuing to outfit its bikes with tubeless clinchers as stock equipment. Tires are premounted from the factory, and dealers only have to inject sealant during assembly. Defy models are equipped with 28mm-wide tires across the board.
Flat-mount brake calipers and 12mm thru-axles are fitted to both ends.
Front and rear fender mounts are neatly hidden on the Defy Advanced (and Advanced Pro) frame and fork. Not shown is the removable seatstay bridge.
Manufacturers of higher-end road bikes often balk at including fender mounts for fear of detracting from a performance-minded look and feel. Needless to say, these don’t seem particularly offensive.
The seatpost is held in place with an aluminum wedge-type binder, which usually resides under a tidy rubber cover.
The front derailleur mount is removable for riders that might be interested in switching to a single-chainring setup at some point.
Giant’s new Contact SL saddle sports a more agreeable shape (at least for me).
New Giant saddles are fitted with a neat port out back that can accept a variety of accessories, including rear lights, bags, flat kits, and mini-fenders.
The non-driveside chainstay has fittings for Giant’s wireless speed and cadence sensor.
Shimano’s Di2 bar plugs are proving to be a popular option for OEM brands.
The holographic down tube logo is a nice touch. In most situations, it just looks black.