For all the talk of Eurobike vs. Interbike for the place to introduce cool products, let’s face it—many of the coolest new products that enter the world during a given year do so at the world’s greatest annual sporting event: le Tour.
I just got a heads-up on a new bike coming down the pike. I’m sure it’ll be in bike shops by the time there’s too much snow on the ground for most of you to ride. Sorry ’bout that, but it’s not our call.
The subject of the photo above is from the outside of the drive-side chainstay of what I’m told will be Alberto Contador’s primary bike at this year’s Tour de France. Before you come to the conclusion that Contador will be riding a McLaren Venge at the Tour, I think we’re being told something different.
[UPDATE] I just received confirmation from Specialized that the above shot is, in fact, a Tarmac SL4 built for Specialized by McLaren.
Contador has elected to ride the lightest equipment he can generally choose within the confines of sponsorship. He chose to ride Zipp 202s at the Giro even though they had other wheels that were not significantly heavier yet were stunningly more aerodynamic. He’s not going to ride a Venge most days.
Specialized updates one of its road bikes every year. Last year they introduced the Roubaix SL3, meaning this is a year for an update to the Tarmac. We’ll see a Tarmac SL4 at the trade shows. I believe this shot is of what will be a very limited production of McLaren-produced Tarmac SL4s. If you’re wondering just how different a standard Tarmac SL4 could be from a McLaren one, consider this: A standard Venge frame requires about 6 hours to produce. Its layup schedule, that is, the manual with all the instructions on which pieces of carbon go where, is 60 pages, a whopper by most standards. The McLaren Venge, by comparison, takes 20 hours to produce and requires a 140-page manual.
That’s why the McLaren bike runs $20k.
As layup schedules get more complicated a bike can do more things. Because material placement and orientation is everything in carbon fiber, these ultra-complicated layup schedules result in bikes that can be both more stiff in torsion and—yes, I promise—more compliant vertically. It requires the techs to vary the orientation of layers by 45 degrees when maybe the layers might all be oriented the same direction, that sort of thing. It’s unlikely the McLaren bike differs much in weight from what we’ll soon call the standard Tarmac SL4, but I anticipate it could feel more responsive and more comfortable. It may also be stronger in crashes.
I’m riding a Tarmac SL3 right now, and it’s hard for me to imagine this bike being improved upon by a significant degree. That’s probably why I’m not a product manager; I’d have called it a day after this thing.
We’ll learn more about the new Tarmac SL4 soon. So far, what I’ve been told is that the bike has received an upgrade to the layup, what is being called FACT 11R. The head tube has been changed some as well; we’re told to improve torsional stiffness while increasing vertical compliance. They claim it is lighter as well. They’ve actually reduced the diameter of the head tube; the lower bearing is only 1 3/8″ now. The bottom bracket has been integrated with the chainstays for a stronger, lighter one-piece construction. Other features include hollow carbon dropouts, internal cable routing and more widely spaced seatstays for improved lateral stiffness.