2015 specialized bikes new Tarmac S Works McLaren Rider First Engineered™ reviews

2015 specialized bikes Tarmac S Works called SL5? NO! McLaren Rider First Engineered™ new road framesets.

So what does Rider-First Engineered mean?It is a completely new approach to frame design that begins and ends with the rider.Real-time data was cllected which was then used to set optimal performance targets for each size frame.Specialized engineers then hit those targets,delivering unprecedented complete performance in acceleration,handling and compliance all in a weight-optimized package.

“TESTING THE BIKE ON DIFFERENT TYPES OF CLIMBS HAS PROVEN IT’S VERY FAST,ESPECIALLY WHEN STANING ON THE PEDALS. GOING DOWNHILL, IT’S A VERY GOOD HANDLING BIKE THAT GOES WHERE YOU WANT IT TO GO.IT’S AN UNBEATABLE FEELING.ONE OF THE BEST FEATURES IS THE ENORMOUS STIFFNESS,WHICH TRANSLATES TO A HIGH CAPACITY TO TRANSMIT POWER,AND THAT’S WHAT WE’RE ALL LOOKING FOR.”–Alberto Contador,Winner of all 3 Grand Tours

The 2015 Tarmac represents a revolution in bicycle design that begins and ends with the rider. We call it Rider-First Engineered™ and it was inspired by our partnership with the leaders in Formula 1 development, McLaren*. Each of the seven frame sizes were developed independently, based exclusively on the real world stresses introduced by the corresponding rider. The result is a significant advance of complete performance in every frame size, from 49 to 56 to 61, and everything in between. In short – breakthrough climbing, sprinting, cornering and performance for riders of every size. Because there’s only one bike you care about. Yours.

*An S-Works+McLaren Tarmac will be released at the 2014 Tour de France.

Rider performance needs are defined to achieve complete performance.

Each frame size developed exclusively to its own performance targets

Rider input forces were measured and collected for every frame size.

Optimal stiffness and compliance targets were established for every frame size

Lower bearing size varies by frame size to achieve steering response targets established by Rider-First Engineered process.

Dedicated seatstays for each size frame tunes rear-end stiffness for optimized power transfer and handling.

Exclusive ROVAL SC S hub enables short chainstays required for optimal handling and ideal chainline for flawless shifting.

FACT Monocoque Chainstay/BB-Seamless design to optimize stiffness and handling across all seven frame sizes.

Disc brakes-Every model Tarmac is available disc brakes for unparalleled control and modulation-no matter the conditions.

SIZE OPTIMIZED
Two measurements instead of one (previously torsional stiffness) to achieve most optimal ride depending on rider’s size.

Dynamic testing identified optimal power transfer (Rear Triangle Stiffness) for every size frame. Once these targets were identified, Specialized engineers achieved them to deliver consistent performance to every size rider.

Dynamic test data showed that SL4 small frames were too responsive to steering input for optimal handling, while larger frames were not responsive enough. The Rider-First Engineered™ Tarmac achieves optimal performance at every size.

RIDER-FIRST ENGINEERED™ TARMAC

Every aspect of the new Tarmac has been specifically designed
to achieve the optimal balance of performance and ride quality.

INTEGRATED SEAT COLLAR

Improved vertical compliances in a seamless and efficient design.

RIDER-FIRST ENGINEERED™

Rider-First Engineered™ development approach for rider-size specific complete performance.

ONE-PIECE BB DESIGN

One-piece BB design for optimal power transfer.

TAPERED HEAD TUBE

Tapered head tube for direct and precise steering.

“THE NEW TARMAC IS SMOOTHER AND EASIER TO HANDLE, ESPECIALLY WHEN CHANGING SPEED AND OVERALL HAS A BETTER BALANCE OF STIFFNESS AND STABILITY. IT FEELS LIKE THE POSITIVE ASPECTS OF THE SL4, RESPONSIVENESS AND STIFFNESS, ARE ENHANCED.”

-Vincenzo Nibali, Defending Giro D’Italia Champion

2015 specialized bikes Tarmac S Works McLaren Rider First Engineered™ reviews

Some sizes of this new road bike flex more than their predecessors; others are heavier. And that makes this one of the best bikes we’ve ridden.

You won’t often hear a bike manufacturer claim that its latest high-end road bike, a model made for dominating WorldTour races, flexes more than its predecessor, or that it’s heavier. But in some cases, both statements are true of Specialized’s 2015 Tarmac.

The company unveiled the new bike to us last week at its offices in Morgan Hill, California, and over two days we put nearly 200 miles on it. In that time, Specialized engineers also explained exactly why, in some sizes, the Tarmac feels less rigid than the previous version, and other sizes are heavier. They also made the point, which played out on the road, that those changes vastly improved the ride.

When they set out nearly two years ago to replace the Tarmac SL4 (the new bike drops the SL designation and is simply called the Tarmac) Specialized engineers took a novel and exciting approach to frame design. In the past, engineers developed new models based on 54cm or 56cm frames that fit most riders and then extrapolated and tweaked the design for larger and smaller sizes. But with the new Tarmac, Specialized designed each frame from the ground up for a total of 13 different configurations (seven rim-brake sizes, another six for the disc version). Each size has its own carbon layup and performance targets. The design team’s goal was to make sure every size frame handled exactly the same way, whether the rider was as short as Alberto Contador or as tall as Tom Boonen, who both race on teams sponsored by Specialized.

Specialized’s Sam Pickman (second row, right) rides a 58cm frame and Chris D’Aluisio (front right) rides a 52. Their divergent experiences on the previous Tarmac influenced the development of this new model, which benefits from size-specific frame designs.

Based on feedback from its pro riders as well as input from its product-development team, Specialized had realized that even though the SL4 was a great bike (it was ridden to victory in the Giro d’Italia and the Tour de France, among other races) it could be improved, especially the way some sizes handled in corners. With the new version, engineers hoped to reduce chatter on the smaller frames and make the larger frames more responsive, especially when the bikes are leaned over in corners or flicked side-to-side when linking turns.

Evelyn Stevens, who races on the Specialized-lululemon team, joined in for some product testing near Morgan Hill.

The Tarmac’s bottom bracket uses bearings that are pressed into place, but replaces the plastic sleeve used on the previous SL4 model with an aluminum insert that is quieter and more reliable, Specialized says.

The company also made subtle changes across the board, including giving each frame a 12 percent boost in pedaling efficiency. The new Tarmac also comes with three size-specific headset sizes and fork steerer tubes—a trend Specialized began with the current Roubaix SL4.

Before flying to Morgan Hill I had spent several weeks riding the SL4 version to reacquaint myself with the nuances of how the old platform rode. When I hopped on the new bike in California, it felt familiar—Specialized made no changes to the geometry—and it steered the way I remembered. But it seemed significantly smoother and clung to the ground in high-speed turns better than the SL4. I felt instantly comfortable, and that gave me enough confidence to dive into unfamiliar corners without using the brakes to check my speed. And when I needed to adjust my line, the bike changed direction quickly and with little loss of momentum.

Like the previous version, the 54cm test bike I rode had excellent straight-line power transmission and it sprang ahead when I sprinted. Climbing while seated felt comfortable and efficient. Some of that can be attributed to an internal seat binder, which allows the post to flex a little easier to take some of the sting out rough roads. A 27.2mm round seatpost helps, too.

Instead of a traditional seat collar, the Tarmac uses an internal binder that shaves 35mm from the seat tube. That allows the 27.2mm seat post to flex slightly, potentially increasing comfort.

The Tarmac comes in a version for rim brakes and another for hydraulic discs, which weighs about 80 grams more. Other than their stopping power, the bikes ride nearly identically. Most road models with disc brakes use 135mm rear-axle spacing that’s similar to what’s found on mountain bikes. But that setup can throw off the chain line on a road bike. Instead, Specialized used a 130mm road hub and added 2.5mm to the end of each axle to keep the cassette in its ideal position. Engineers also added a unique derailleur hangar that moves the derailleur 2.5mm close to the cassette. Shifts were quick and crisp every time.

The new bike will be available in three versions, setup for either hydraulic discs or rim brakes: The Pro and Expert options use the same frame, but come with different components; the S-Works uses higher-grade carbon that weighs 100 to 120 grams less. Specialized has not yet released prices or production weights, but the company claims that a painted S-Works frame weighs 966 grams and the fork comes in at 360 grams.

By focusing on small details like the rear-axle spacing and also by rethinking how it designed bike frames, Specialized made important strides with this new Tarmac that pay off on the road—it’s undoubtedly one of the best bikes I’ve tried.

On disc-equipped Tarmac frames, Specialized tucked the caliper neatly inside the rear triangle. Engineers slightly beefed up the stays to handle additional braking forces, but the changes add only 80 grams to the disc frames.

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