trek speed concept uci

Speed Concept

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Everything about the Speed Concept 9 Series is designed with aerodynamics in mind and that starts with the shaping of the carbon tubes. Trek use a tube profile called the Kammtail Virtual Foil (KVF). Think of it like this: it's a 5:1 airfoil shape with the tail cut off.

If that doesn't make much sense, imagine at one stage the tube profile was five times as long as it was wide. This is excellent for minimizing drag when the wind is coming head on, but it's not the best when the wind is at yaw - when the apparent wind comes at an angle. The airfoil doesn't retain its full benefit, plus it can make for dicey handling.

So, Trek have sliced off the back of the tube. Chopped it off square, just like that. They reckon that when the wind comes straight on, the air behaves in almost exactly the same way as if the tail section was there - hence, it has a 'virtual tail' - and the KVF shape retains its aero performance at yaw.

Plus, you don't have problems with handling in crosswinds - you're less likely to get blown sideways, basically. Keeping the sidewalls wide rather than tapering them also increases the section strength of the tube, allowing Trek to use thinner walls to bring the weight down. And the KVF shape conforms to UCI (cycle sport's world governing body) rules which say that no tube can have a length: width ratio greater than 3:1. The profile of the down tube, for example, is 81mm long and the width is 29mm according to the road.cc callipers, so it falls within the regulations.

The carbon Bontrager SC fork, with legs that follow the same KVF pattern, is designed specifically to integrate with the Speed Concept frame. The centre-pull front brake is built into the fork - the arms are integrated into the structure so there's nothing sticking out to catch the wind - and the rear brake is shielded away behind the bottom bracket. Neither is as easy to adjust as normal but that's the price you pay for the improved aerodynamics. The brake cables are fully internal and the gear cables run in through the base bar and emerge right next to the derailleurs. In the case of the rear mech, it comes out right at the end of the chainstay in Shimano Di2 style.

Although 70mm deep (front to back), the Bontrager Speed Concept Race Lite seat post is ultra skinny at just 20mm across and it's held in place via a bolt that sits flush with the top tube. Ours slipped a bit but the tightening wedge has since been updated and we're assured that it now works just fine even with a big bloke in the saddle.

The seat post fits in its slot just one way round but the cap on top comes in a choice of two different offsets (10mm and 35mm), both of which are reversible. We had the 35mm version which allowed us to set the seat angle at either a steep 75 or a really steep 81 (you can move the saddle rails along the clamp in the usual way too). Although this seat post is perfectly legal in triathlon, it isn't allowed in UCI events. That means you couldn't use it in the TT national championships, but you can either spec a UCI legal post if you are buying it as a Project 1 bike (with required amount of layback to get the saddle in the required position in relation to the bottom bracket) or swap it over in the bike shop.

Trek integrate a DuoTrap computer sensor flush into the left-hand chainstay to save you spoiling all that smooth-flowing air by fitting your own. It'll pick up both speed and cadence readings and relay them to any other ANT+ device you want to use.

Finally, that curious piece of kit behind the seat tube is a Speed Storage Draft Box that's large enough to hold a spare tube, tyre levers, a few bars and gels... cheese and chutney sandwiches, whatever. Trek reckon the bike is actually more aerodynamic with this box in place and triathlon rules allow you to use it. Again, it's not UCI legal though. It is detachable and you have holes for mounting another storage device on the top tube.

This frame and forks combo is used throughout the Speed Concept 9 Series (£5,000-£7,500) while the cheaper 7 Series bikes (£2,100-£3,000) use the KVF technology and most of the same features, but they come with standard forks. The 2.5 (£1,600) has KVF tubing although it's made from aluminium. You can get the frameset of the Speed Concept we're testing for £4,000.

The 9.9 is the highest level Speed Concept bike. It's the flagship model; the poshest of the lot. That means it comes with SRAM's top Red drivetrain and R2C (Return to Center) bar end shifters. Even if you're not familiar with them, the name is pretty self-explanatory. When you change gear, the lever flicks back to its central position (which you can set) ready for next time so shifting, whether up or down, is always from the same point every time. It just makes life that little bit easier. Not much, admittedly, but a little bit.

The carbon Speed Concept Aero bar, which is common across the 9 Series, is bladelike (of course it's a proper word; I looked it up) in profile - which means that, like the seat post it falls foul of UCI rules. That central section is less than 1.5cm tall and you can alter the height of the armrests and ski bend extensions by removing spacers as you would with headset spacers on most other bikes. If you don't want to fall foul of UCI regs you've got two choices: you can simply fit a specially provided extension that fits on to the front section of the bars, or you can fit different bars entirely.

There's plenty of fore/aft adjustment on those extensions too and you can move the armrests independently, both forward and back, and laterally. The only distance that's not variable is the distance between the extensions - it's fixed at 90mm (centre to centre). If you wanted to fit different bars, that is possible; the bike comes with a 1 1/8in adaptor stem. Trek don't recommend it, though, because you'll lose some of the aero benefit of the integrated system but of course if you want the bike to be UCI legal this might be your preferred option.

The wheels are Bontrager Aeolus 6.5 clinchers - the 6.5 referring to the rim depth in centimeters. They've been designed in collaboration with aero specialist Steve Hed of, um, Hed, to work best with a 22mm tyre - which, cunningly enough, is what Trek have fitted in the shape of Bontrager R4 Aeros.

The brake tracks are carbon, as are the surprisingly flexible V-sections. You can press the two sides in towards each other with very little effort. At 1,670g the pair they're not mega light, but that's not what these wheels are about. As with everything else related to the Speed Concept, aerodynamic performance is the top priority, hence the quick-release skewers that are designed to help the air flow smoothly backwards.

While we've got the scales out, the whole bike in our large (55.3cm seat tube) size is 8.56kg (18.8lb, without pedals).

Flatline speed is what the Speed Concept does best. Get it moving, point it where you want to go, and it flies. The 9.9 feels fast but it's when you look at the times you're doing over regular courses that you really start to think that there's something going on here.

Bad science alert! I've got four fairly level, circular routes that I test myself on in training, ranging from 10 miles to 56 miles. I ride them flat out as benchmarks. I set PBs on them all while riding the Speed Concept.

That's completely unscientific, though. It's anecdotal and proves absolutely nothing. It's hardly worth mentioning, to be honest. You need to get wind tunnel data to be sure of a bike's aerodynamic credentials, engineers with tons of experience in the field, and lots of time and money.

Even then, though, it's not as straightforward as you might assume. Far from it. If you think you take a bunch of bikes, stick them in the tunnel one by one, switch on the fan and collect pure, objective data that everyone agrees upon... think again.

Do you put a rider on board each bike? Logically, you might think so, but then the rider has to do exactly the same thing every time. Is that possible, or are you going to stick a mannequin on the bike instead? If you go with the mannequin, who decides on its position? Do you test the same size bike across different manufacturers? Of course. But they're not all available in exactly the same size. Which yaw angles are most significant? Do you fit a water bottle? And so on.

The point is, there's not one protocol upon which everyone agrees. There are enough variables to make even something as seemingly incontrovertible as wind tunnel data anything but simple to obtain. And that's why different manufacturers assure us with complete and utter certainty, beyond any doubt whatsoever, that their bike is the most aerodynamic ever produced.

Check out Trek's Airfoil Development data it's very interesting reading. We won't go into the details here - it would take ages - but it concludes, 'Trek is confident to introduce the Speed Concept as the fastest production bicycle in the world'. You have to bear in mind that this is Trek's own document, of course, that it's a year old, and it doesn't consider either the Specialized Shiv or the Giant Trinity Advanced, for example.

Online triathlon magazine Slowtwitch recently took a bunch of top bikes to a wind tunnel and the Cervlo P4 came out on top overall, although the Trek Speed Concept did best at certain yaw angles with certain setups.

The guys from Trek might well disagree with Slowtwitch's results. And that's the issue. What we can say without much fear of contradiction, though, is that the Trek Speed Concept is right up there when it comes to aero performance. If it's not the absolute best, it's very close to it. If you want anything more concrete than that... too bad. It's just not that black and white.

Something else to consider is that about 80% of the drag you experience when you ride comes from you, the relatively small remainder from the bike. So it's vital that you get a bike that allows you to set your most efficient ride position (that's a whole other can of worms; let's not get started on that one. These pics, by the way, were taken with the bike straight out of the box without any fettling. We're not saying the ride position is in any way ideal).

Plus, you might be able to put up with an uncomfortable ride position on an 10-mile TT but if you're in the saddle for several hours - maybe you're doing an Ironman and have to run a full marathon afterwards - you need enough adjustability to get the setup just right.

The Speed Concept is excellent in this respect. The seat post is available in two different lengths (275mm and 335mm) and we've already mentioned both the reversible seatpost cap and the aero bars. You can choose the stem length and height when you order the bike too.

Okay, that was a big old digression. Back to the way the Speed Concept rides. So we were bowling along fast, slicing through the air and ticking off the miles with ridiculous ease...

No TT bike is going to offer a plush level of comfort and the Trek's large tubes transfer quite a lot of road shock and vibration; that's not unusual. Comfort is more down to the contact points, the gel arm pads on the aerobars providing excellent damping, and the rests themselves are scooped enough to cradle your forearms securely without any fear of mishap if you hit a pothole. I got on really well with them.

Fizik's Arione Tri 2 saddle is a winner too, although you might expect one with rails made of something more high end than manganese on a £7,500 bike. I certainly didn't have any trouble getting in the long rides aboard the Speed Concept, just lifting myself out of the saddle occasionally to relieve tension. That comes with the territory.

The Trek isn't the most manoeuvrable bike ever but let's not go over the top there. The integrated fork limits the steering just a tiny amount. If you ride really slowly and turn the bars really, really tightly you might knock the fork against the frame... but in the real world, it's not much of an issue, even on a dead turn.

It's certainly a bike that emphasizes stability over manoeuvrability, though, and that's exactly what you want when you're down on the aero bars. The wheelbase is pretty long and the bottom bracket is lower than usual for extra stability in a crosswind. If it's blowing a gale, things can get a bit squirrelly up front, but considering the depth of those wheels this is a bike that's simple to control in most conditions.

In terms of acceleration and climbing, the Speed Concept holds its own with other bikes of its ilk. Weighing 8.56kg (18.8lb) for our large sized model, it's not especially light, and those Aeolus 6.5 wheels aren't featherweight either, so I found myself getting out of the saddle quite often after tight turns to get back up to speed, and on steeper inclines in order to maintain the pace. But that's the tradeoff for those aero tubes and deep-section rims. You can't add material without adding weight, and given the choice between an aero TT bike and a lightweight TT bike, unless you happen to be taking part in a mountain time trial, there's only ever going to be one winner. I did find the base bar a little flexy when really hauling on the ends for climbs but not enough to put me off.

We expected the complicated internal cabling to result in spongy braking but it's pretty impressive. There are no barrel adjusters which makes fine-tuning trickier than normal although the actual braking performance on the carbon rims is really powerful. You'd be hard pressed to tell the difference between this and braking on alloy rims. Well, that's an exaggeration, but not by much. That doesn't just make you safer, it allows you to keep the power going for longer and minimises the amount of 'just in case' braking that you do - and that's all time saved.

I cheekily used this bike during the Ironman 70.3 UK triathlon before sending it back to Trek (of course I didn't ask. What if they had said no? I was careful and everything). It’s a 56.4-mile/90.2km bike course on Exmoor, with 5,735ft/1,748m of climbing. That’s sandwiched between a 1.2-mile/1.9km swim and a half-marathon.

I got the 12th fastest bike split of the day, out of 1,250 or something. Seven of the 11 quicker times were by professional athletes, which I ain’t. As I was at pains to say up top, anecdotal evidence isn’t really evidence at all but, for what it’s worth, that’s the best bike result I’ve ever had in a big triathlon. Of course, I might have got as good a result on a P4 or a Cannondale Slice or whatever.

What I can tell you for sure is that I could tweak the fit of the Trek enough that it was spot on. It felt great throughout. In terms of comfort, I could have stayed in my aero position much longer. The last thing you want is to have to get out of your tuck all of the time because your back aches or the elbow pads aren’t comfortable enough. There’s little point having an aero setup if you can’t stay in it. Even getting distracted by discomfort can really put you off your stroke.

I’ve never ridden a time trial bike that’s especially agile on the climbs but the Speed Concept is fine on that score. It’s not mega-light compared to a road bike, of course, but I got a firm, wide grip on the base bar and could get it up some steep Exmoor climbs without too much trouble.

The Trek absolutely flies on the flat and on shallow gradients, both up and down, and you get a ton of stability which helps keep things steady even in a slight crosswind. It was actually fairly blowy at times but I never felt out of control or even close to it.

There’s one long, quite steep and technical descent too where you need to get your hands on the base bar for ages for steering and braking. That was fine too. Admittedly, in triathlon ‘technical’ means ‘not straight and flat’. A 30° bend is technical in triathlon terms. But I digress; handling is… well, it’s not a worry.

Those R2C levers are a real plus too. I know it doesn’t sound like a big deal but the fact that they’re waiting in the same place every time no matter what gear you’re in makes a difference. You can keep them between your thumb and forefinger the whole time if you like so there’s very little movement required when you want to shift. Something I forgot to mention before is that you get little markers on the levers too, telling you which gear you’re in, so you don’t have to check the mechs.

Downsides? Hmmm. Let me think. Adjusting the brakes could be easier… a whole lot easier, in fact, particularly the back one which is, to be frank, a bit of a pig to get at. It’s a fag if you just want to wind the blocks a little closer to the rim… but that’s the price you pay for the aerodynamic benefit, I guess. If brakes are tucked away from the wind, they’re tucked away from fingers and Allen keys too.

It’s a similar deal with the gears. You don’t get any external cable stops or in-line barrel adjusters so you can’t adjust them on the fly. If you ever found the chain struggling to go up a sprocket, you’d couldn’t do anything about it from the saddle, so you have to make sure everything is bang on before you set off. Not that I had any worries on that front but, you know, hypothetically.

So, there you go… just a few more real world comments. If I were buying a TT bike right now, the Speed Concept would certainly be on a very short shortlist. Well, it would be if I had 7.5 grand burning a hole in my pocket.

Super-fast aerodynamic machine - it could be the most aero bike out there; if not, it's certainly right up there - with excellent adjustability and a top spec sheet

road.cc test report

Make and model: Trek Speed Concept 9.9

Size tested: Large

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

Frame OCLV2 Carbon, KVF (Kammtail Virtual Foil) tube design, SC Speed Box & DuoTrap compatible, includes SC Draft Box

Fork Bontrager SC, OCLV2 Carbon, KVF leg design, integrated brake and stem

Wheels Bontrager Aeolus 6.5, carbon

Tyres Bontrager R4 Aero, 700x22c

Shifters SRAM Red R2C, bar end control, 10 speed

Front derailleur SRAM Red

Rear derailleur SRAM Red

Chainset SRAM Red 53/39

Cassette SRAM OG-1090 11-23, 10 speed

Saddle Fizik Airone Tri2, manganese rails

Seat post Bontrager Speed Concept Race X Lite, carbon

Handlebars Bontrager Speed Concept aero bar w/ski bend extension, carbon, direct mount

Stem Bontrager Speed Concept, direct mount

Headset Integrated, sealed bearings, proprietary top, 1in bottom

Brakeset Bontrager Speed Concept integrated brakes w/Bontrager Race XXX Lite aero levers

Tell us what the bike is for, and who it's aimed at. What do the manufacturers say about it? How does that compare to your own feelings about the bike?

In this guise it's aimed at triathletes, really, although TTers will want to look at other Speed Concept options.

Trek say, "Speed Concept is the fastest triathlon bike on the planet. Its revolutionary design pairs a groundbreaking aero shape with the cleanest integration of brakes, cables, and electronics ever seen on a bicycle."

Frame and fork

Tell us about the build quality and finish of the frame and fork?

Tell us about the materials used in the frame and fork?

Both are OCLV2 carbon. OCLV stands for Optimum Compaction, Low Void. It's Trek's proprietary method of producing carbon. This is their top level material

Tell us about the geometry of the frame and fork?

The head angle is 72.5, which is the same as many other TT bike manufacturers use. You can set the seat angle between 75 and 81 depending on how you orientate the seat post cap. A 101cm wheelbase on our large sized test bike provides plenty of stability.

You set the front end height by selecting the right stem and then adjusting the number of spacers between the base bar and the aero extensions.

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

At 54.1cm, the top tube is actually pretty short for a large sized bike

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

See main body of text. The contact points were very comfortable.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

It's a stiff enough frame, yes.

How did the bike transfer power? Did it feel efficient?

Was there any toe-clip overlap with the front wheel? If so, was it a problem?

How would you describe the steering? Was it lively, neutral or unresponsive? About normal for a TT bike

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

There's plenty of stability when you're down on the aero bars

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

Good, gel-like pads on the aero bars - that makes all the difference.

Very little frame flex

Compared to other TT bikes, it holds its own

Not a particular strength - but that's not what this bike is about

Compared to other TT bikes, fine

The drivetrain

Tell us some more about the drivetrain. Anything you particularly did or didn't like? Any components which didn't work well together?

SRAM Red across the board

Wheels and tyres

Your summary.

Did you enjoy riding the bike? Yes

Would you consider buying the bike? I'm not in the market for a tri/TT bike at this price!

Would you recommend the bike to a friend? Yes

Anything further to say about the bike in conclusion?

It's an incredibly fast bike with enough adjustment for you to get exactly the position you want. It costs a lot of money -no two ways about that -but it's fairly similar to the price of Specialized's Shiv.

Although this bike scores various marks on different features of the ride, the main consideration is speed on flat and rolling roads, and on that front it's fantastic.

Averaging out the value and performance marks would give it an 8 overall - but in this case it feels as if performance outweighs value. Anyway, you can make up your own mind on value.

Overall rating: 9 /10

About the tester

Age: 40 Height: 190cm Weight: 74kg

I usually ride: My best bike is:

I've been riding for: Over 20 years I ride: Most days I would class myself as: Expert

I regularly do the following types of riding: time trialling, commuting, sportives, general fitness riding,

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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Ironically enough it's a road I tend to avoid because although it's closed to through traffic it has access for residents and there's a lot of...

Im sorry. You're tilting at windmills, albeit with a reasonable sense of greviance....

Interesting topic. ...

"I'll be back" vibe.

On the road, most comfortable bike I have owned Reilly T325 campagnolo 12 speed,rim brakes so a collectors bike already

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The Bolero short sleeve will fill those gaps nicely!

Shade thrown

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Speed Concept

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The chart recommends sizes based on height, but there are other factors, like arm and leg length, that determine a great fit. The size chart is a guideline to give the rider an idea of the bike size needed, but the best way to find the perfect fit is in store with an expert. These size recommendations are based on our experience in-store and could differ from the manufacturer's recommendations.

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Specifications

The Speed Concept is a fast and highly aerodynamic triathlon and time trial bike. KVF (Kammtail Virtual Foil) carbon tubing gives the Speed Concept frame every aero advantages of foil shapes without sacrificing control, stability or side-wind performances. Profiled cockpit with fully integrated hidden cables, hidden front and rear brakes make for an optimized frontal surface area footprint. Out of the box UCI legal for time trial racers, triathletes can further optimized the Speed Concept with more profiled handlebars, Speed Fin, and rear brake cover. Also, optional Draft Box, Speed Box and Speed Storage let serious athletes manage their liquids, nutrition and spares and tools without affecting aerodynamics. With great available sizing choices and many fitting and adjustments options, athletes can make one with the bike for optimal performances while still maintaining great comfort. Flat and fast or hilly time trials. Full Ironman to blazing quick sprint triathlon. The Speed Concept will take on every challenge thrown.

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TriTech for the Masses

Trek Speed Concept 7 Series Project One – Review

We were excited when Trek rolled out their revised Speed Concept in mid-2013 . They had taken a frame that had been performing at their pro-peloton level and added a list of new features that specifically benefited the triathlon market, yet left the ability to be UCI legal for those who wanted it. To say we were looking forward to getting our hands on one may have been an understatement.

A few months later, we got our first good look at the Speed Concept . From that point on, we knew we were hooked. When we reached out to Trek for a test model, we were met a better answer than we’d expected. Rather than an off-the-shelf Speed Concept, how about a Project One? If you’re unfamiliar, Project One is Trek’s in-house customization department. We were going to customize the perfect Speed Concept just for AG, and then we’d take a few months to test it.

So here we are nine months later ready to share the AG team’s experience with our Trek Speed Concept 7 Series Project One.

The Speed Concept

The speed concept got a thorough redesign for the 2014 model year. And rather than “revolutionary,” we think a more apt description may be “evolutionary.” Trek completely rethought the accessories that are a necessity for triathletes. Trek claimed their new design represents a 99-second improvement over its old form in Ironman Hawaii, and 148 seconds in Ironman Arizona when ridden at a 20mph average. The new SC also embodies a true “dual personality.” While it can be UCI legal, the SC can also throw the rulebook into the fire and become a triathlete’s new best friend.

To accomplish this, the Speed Concept features two configurations. First is a “standard” fork that is UCI compliant with a 3:1 aspect ratio. For the triathletes out there (and Trek recognizes that the majority of the SC buyers will fall in this camp), there is a UCI-illegal, high-aspect-ratio (6:1) fork specifically designed to achieve every last bit of aerodynamic gain possible. The base bar can likewise be substituted for either a UCI-legal bar or a deeper non-legal version.

Underneath the bottom bracket you will find the newest trick up the SC’s sleeve – the Speed Fin. The Speed Fin is a triathlon-specific rear brake cover that integrates a fairing to both improve aerodynamics as well as stiffen the brake (a UCI-legal cover is available that does not include the fairing but still stiffens the brake). Trek claims that the Speed Fin saves an average of 10 grams of drag between 0 and 12.5 degrees of yaw.

One of the most interesting changes to the Speed Concept was its new mono extensions. Rather than individual bars connected to the base bar, the new SC’s aerobars are one single piece and are available in S-bend, straight, ergo (skitip), and short ergo. The pads are then connected to the mono extension with two bolts. When we built our Speed Concept we were shocked at just how easy it was to build the bike. And when we had to refit the bike from one editor to another, adjusting the bars was extremely straight forward—a welcome change from having to use a level to make sure we had both bars perfectly in line.

The original Speed Concept introduced Trek’s Draft Box to the world, but the redesign takes it to the next level. The Draft Box is a rear storage compartment that can be fitted to the rear of the seat tube. First thing to know is that the Draft Box is draft neutral. Therefore you can carry almost anything you’d need and suffer zero aero penalty. The new Draft box is larger than the original and fits securely. We never ejected it throughout all of our rides. It can also be easily removed for UCI-legal events. Oh, and speaking of carrying anything you need, our Draft Box was filled with a tire, two tubes, two CO2s, an inflator, and a multi-tool. Obviously the Speed Concept quickly became our ultimate Sherpa bike.

Up front is the new Speed Box (bento box) and a BTA cage that mounts to the mono extensions. The BTA cage features an integrated computer mount, which mounts cleanly to the mono extensions via the extensions mounting holes.

Project One

When Trek asked us if we were interested in Project One, we couldn’t say “yes” fast enough. After all, every member of the AG team has spent many an hour spec’ing out their perfect Speed Concept, Madone and Domane since Project One was introduced. This was our chance to do it for real.

The first choice we had to make was do we go with a 7 series or 9 series? With the 2014 update, both now have the integrated front end, so the only major difference is the type of carbon fiber used (500 Series OCLV vs 600 Series OCLV). Additionally, only the 9 series is available in UCI legal Time Trial form. For a few seconds, we briefly considered building a true TT bike. However we quickly realize that our goal should be to create our perfect triathlon weapon. So we ditched the 9 series and went to a 7 series, which (by our math) also saves about $800.

Next up is paint selection. If you know the AG team, you can imagine that this bike had to be lime green. Then we decided to add some blue and black accent colors to finish it off. You also have the option to add a custom signature, but since this is a test bike, we decided against it.

Gruppo selection was a tough decision. Did we go with top-of-the line electronic with a Dura Ace 9070 Di2 with integrated SRM? Or maybe we would stick with mechanical and go SRAM Red 22. On the other end of the spectrum was Shimano 105. But who were we kidding, we knew what we would choose before we even started – Ultegra 6870 . We have been fans of this group set since it was first introduced; the first real attempt by a manufacturer to bring an electronic group set to market at a semi-affordable price point (and considering you can now get a Felt B2 with Di2 for $3,699 , we think they made an impact!)

Component selection is where you choose your aero package, wheelset, tires, handlebar, bar tape, and saddle. Because we had chosen the 7 series, the only aero package option was the Full Aero Package: for triathlon racing. However, if we had gone with a 9 series, we could have chosen the UCI-Legal Aero Package. Wheelset selection runs from simple aluminum Race TLR clinchers to a full Aeolus 9 D3 Tubular race setup. We went back and forth and finally decided to go with a clincher-based race setup. Even though it wasn’t an option on the site, we were able to work with Trek to do an Aeolus 7/9 D3 clincher setup. We went with a 7/9 since it most closely resembled in size the Reynolds Aero 72/90 we tested in 2013, and we thought it would make a great comparison (more on that later). With the carbon wheels, you can choose sticker color (obviously we went blue) and tire selection. Since we are already such fans of the R4 Aero , we went with those.

For the cockpit we got the triathlon (non-UCI legal) basebar with our selection of the triathlon Full Aero Package. We went back and forth on S-Bend mono extension versus ergo. Devon wanted S-Bend, Mike wanted ergo….Devon won. Of course we had three types of bar tape in 15 colors to choose from, but we went black gel. And finally, time for saddle selection. Honestly we expect most people building a custom Speed Concept to cheap out on the saddle since they already have their perfect saddle from a previous bike. But for us, we went with the Hilo RXL. We have previously tested the Hilo RXL Speed Dial and wanted to try out the original.

Finally, the last step – accessories. The draft box is a must. Honestly, it’s one of our favorite features of the bike. The 9 series is equipped with it standard, but for the 7 series, it adds an extra $62.99 to the total price. We’re telling you now, it’s worth it! We also went with the top tube Speed Box. Our one regret is we didn’t choose to go with a DuoTrap sensor. Trek designs their frames to cleanly accommodate the DuoTrap speed\cadence sensor without any zip ties or tape. It was one of those small items we missed. If we did it all over again, we would include it.

Wow. Even after all that, we haven’t even finished. Once the “fun stuff” has been decided on, it’s time for sizing. We had to choose frame size, chain ring size, crank length, cassette range, stem size and seat post size. For those purchasing a Project One, you won’t be doing this on your own. Trek will help you set up a consult with a local Trek dealer to get this right. Our advice is to take your time here and make sure it’s perfect. Hopefully the dealer will have some sort of fit bike where you can test out the configurations. You are building your perfect bike, so above all, make sure the fit is absolutely perfect.

And then we were done. Now it was just a matter of waiting for our masterpiece to arrive. Because the Project Ones are built and painted to order, it does take longer than an off-the-shelf bike. Some say the waiting is the hardest part, and we would be inclined to agree. But then, finally, a box arrived and our perfect Speed Concept was delivered.

Our Thoughts

Nine months is a long time to have a bike. And truth be told, it was way longer than we originally intended. Let’s just say that 2014 wasn’t exactly kind to the AG team. Two thirds of our editorial staff broke at least one major bone last year, and that had a major impact on how quickly we were finishing reviews (our hopes are high that 2015 is a different story). So for 9 long months, we saw our lime green Speed Concept sitting in the garage at AG HQ. And for 9 months we felt guilty every time we saw it. The Speed Concept is clearly a bike that begs to be ridden, not sit in the garage. The Speed Concept exudes speed – between the aero tube shapes, ultra clean wiring, and deep wheels, it looked like it was moving fast while it was just sitting still. But we may be getting ahead of ourselves.

The unboxing of the Speed Concept was extremely straight forward. Trek had pre-cabled the bike, so for the most part, it was plug and play. The wiring is clean – honestly some of the cleanest we have ever seen. The only time you see it is where it exits the integrated stem for the junction box. Everything else is self-contained inside the stem, base bar, and mono extensions. We initially fit the bike for Devon. After all, he chose the mono extensions. So first ride was his. The cockpit is extremely adjustable. You can easily move the extensions forward or back, as well as adjust the pads relative to the extensions. For anyone who has ever tried to ensure that their bars are equally level, while having both the pads and bars set at the perfect distance, the mono extensions are a welcome change. Adjustments took half the time of other bikes we have worked with.

The seat post is a simple two-bolt design. There’s no hidden wedge that you can accidentally lose inside the frame (something we hate to admit that we’ve done on more than one occasion). All this adjustability made swapping to a second rider a breeze. When Mike wanted to ride the Trek we loosened a few bolts and were off. Overall, it was probably one of the fastest swaps we’ve done.

The one tricky part of the initial setup was the brakes, specifically the front brakes. Trek has hidden the centerpull front brakes behind a cover on the front fork. And while this makes for an ultra-clean front end, it does create some slight challenges for adjusting the brakes. For anyone who has ever adjusted centerpull brakes, you know that they can be quite challenging. Luckily we never reached the point of wanting to pull our hair out, but let’s just say that the longest part of the setup process was definitely the brakes.

Speaking of brakes, lets jump over to the wheels and braking performance. We had a great experience with the Aeolus 3 D3 clinchers when we tested them previously. So we expected the 7/9 combo on our Speed Concept to be much the same. From a ride perspective they were everything the 3s were, but faster. And in so many ways they reminded us of the Reynolds Aero 72/90 set we had previously reviewed. The D3 is a 27mm wide design with a depth of 70mm for the 7 and 90mm for the 9. They were incredibly fast on the flats, but never felt like a huge burden to get up the hills.

Red Solid Line – Aeolus 9 D3 (90mm) with Bontrager R4 Aero tire Red Dotted Line – Aeolus 9 (90mm) D3 with Bontrager R3 tire Black Solid Line – Brand Z (81 mm) with Bontrager R3 tire

Our only knock on the wheels was braking performance, and honestly this may have had as much to do with the brakes on the Speed Concept as the wheels themselves. When we tested the Aeolus 3s we found “braking performance that, for run-of-the-mill cork pads, was quite good” when used on a road bike with standard Ultegra brakes. With the 7/9 on the Speed Concept, we found the overall braking performance to be behind what we had seen on other tri bikes \ carbon wheel combinations. That’s certainly not to say that the braking performance was bad (we put more than enough miles on the bike and never felt concerned), it’s just that other combinations are better. This just wouldn’t be the wheel\bike setup we would want to take screaming down some steep switchbacks at 80 km\h.

Of course time-trial-type riding (riding hard in a deep aero position) is what this bike was built for and what it excelled at. It was extremely comfortable to hold for long miles. The ease of adjustability of the cockpit allowed us to dial in the perfect position (plus, since this was a Project One, it was truly fit to match us from the moment it popped out of the mold) and just enjoy the miles. The ride was never harsh or jarring either. Devon often said that riding the Speed Concept was the closest to riding on glass he was going to get.

We also found the Speed Concept was quick to accelerate from a stop. With its huge bottom bracket area that really wasn’t a huge surprise. And while the bike was not light (especially when compared to Trek’s own Emonda), it never overtly felt heavy. Sure, we wouldn’t take this bike sprinting, but a rolling course would be no challenge for it.

In many ways we found this to be the ultimate triathlete training bike. You could easily carry enough equipment for a century ride without any concern of needing refuel stops or someone to call for emergency SAG. With a BTA bottle up front, two bottles in the triangle and two on the rear, you were all set for hydration. In the Speed Box (bento box) we fit all the gels we could possibly need. And as we mentioned above, the Draft box was filled with a tire, 2 tubes, 2 CO2s, an inflator, and a multitool – more than plenty to get you through the ride. In fact, the Speed Concept became our go to Sherpa bike. When editors were doing race training and carrying minimal onboard equipment, another lagged behind on the Speed Concept carrying all the extra bottles and spare equipment they both could need.

One thing we did want to note was in regard to the BTA mount and mono extensions. The mono extensions include mounting holes for a BTA cage for use with a standard bottle or Speedfil A2 this was a thing of beauty. We never saw a bottle eject or shift, and the integrated computer mount put our Edge 500 in our immediate line of sight. However, if you are looking to use other BTA solutions out there, your choices may be limited. Because the actual aerobars on the extensions are shorter than most, you are limited on what type of BTA setup you can use. To further clarify, there is less room than what you’d find on a more “standard” setup, which typically provides a fairly large amount of distance between the shifters and the basebar. We weren’t able to fit a Torhans Aero 30 , Profile Design Aero HC or Nathan Sports AP Pro . You could conceivably fit an XLAB Torpedo by mounting the cage straight to the pursuits. But take our advice, if you have a strong preference for a specific BTA option, you may want to try to test fit it before you take the plunge here.

Wrapping Up

Nine months is a long time to get to know a bike, and certainly longer than most reviews we’ve completed up to this point. And of course we fully admit that most of that time was due to the prolonged stint of bad luck the team experienced last year. Despite that, we also cannot deny the fact that we simply didn’t want to give the Speed Concept back. Too often someone on the team would ask “Hey I am doing a 70-miler with race setup this weekend, can someone pace me on the SC?” And the only reason why Mike didn’t chose the SC for his A-race last fall was that he simply prefers a cockpit with ski tips. Otherwise there’s no doubt in our minds that the Speed Concept would have been his weapon of choice. And as we’ve said in the past—if we’d race it, we would certainly buy it.

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Trek Speed Concept 9 Series review

Laser-focus on aerodynamic performance

James Huang/Future Publishing

Ben Delaney

The new 9 series Trek Speed Concept is a bitching bike, in two ways. Once built, the bike flies out on the open road with stable steering, great aerodynamics and good looks. But while you (or your mechanic) are building it or working on it, you will be bitching.

Pros: Excellent aerodynamic performance: fast and stable; range of builds and paint jobs through Project One; add-ons like the trunk add real functionality and claimed aero benefit
Cons: Adjusting front end for fit tweaks and/or travel is a chore; plastic frame parts feel cheap

Like most of the super bikes these days, the Trek Speed Concept is a purpose-built machine with a complete prioritization on performance above all else. Trek engineers can trot out reams of data on how the aerodynamics are superior to previous iterations, and looking at the svelte front profile and internalization of not only cables but fasteners as well, it’s not a stretch to believe that the bike performs admirably in the wind tunnel.

We tested the bike over a few hundred miles in training and in an Ironman 70.3 , and came away very impressed with the bike. Our only gripes were the challenge of front-end adjustability and the relative sub-par performance of the plastic parts.

Trek sent a test bike with a Campagnolo Record EPS electronic group, but since this bike is available as Project One custom builds, we will focus on what is unique to the bike, plus the wheels.

There is so little frontal area Trek can barely fit any logos

Frame: Refined for 0-12.5 degree yaw, lightened by nearly a pound

To tweak the original Speed Concept, Trek engineers studied real-world wind conditions on Ironman courses , and settled on optimizing the bike for yaw angles between zero and 12.5 degrees. (They found 3-5 degree average yaw in Arizona, up to a 13 degree average yaw in the notoriously windy Kona worlds course.)

By slimming the front profile and tweaking the Kamm tail tubing, the 2014 version is substantially faster and lighter than its predecessor, Trek claims. For our purposes, we were only going on feel, not wind tunnel data, and in our experience, the bike handled very well in all wind conditions. With a head tube angle of 72.5 degrees on the three larger sizes, and a seat tube angle of 80 degrees across all sizes, the Speed Concept was never nervous or twitchy, even with the 90mm-deep Aeolus 9 D3 wheels in blustery sidewinds. For sure, you can feel side pressure from the wind, but the handling is always predicable and manageable. We were comfortable riding in the aero extensions through fast corners and down windswept hills.

Bottom bracket area stiffness isn't so much of a concern on such a bike, but the bike does accelerate with some snap, perhaps due to the relatively short but robust chainstays, enormous bottom bracket area and huge down tube. The low bottom bracket (8cm drop) contributes to stability.

Comfort on the frame is good. We swapped out the stock saddle for a firmer option, and were still comfortable for two- and three-hour efforts on the bike.

Total bike weight for our Large sample was 19.18lb. While Trek declined to quote a frame weight, its engineers say the frameset, cockpit setup, headset, BB and small frame parts come out to 1,874g, which they claim is less than comparable measurements on a Cannondale SliceRS, a Specialized Shiv Tri or a Cervélo P5-6.

Trek Speed Concept 2014 focused on 0-12.5 degree yaw

Modular front end: For engineers, aerodynamics trumped convenience

Granted, this bike is way out on the pointy end of aero performance, and machines with such low-drag front ends have until recently been custom creations for the world's best pros. So we appreciate the challenge in building a stock bike that has both a superior aero shape and the ability to adjust to fit a range of riders. Trek's solution is a modular front end, with a collection of stem heights/lengths and riser blocks. From there, one of four monocoque extension bars mounts atop the riser block of choice, and the pads are mounted via a collection of bolts and mount options. Should you have your measurements dialed ahead of time, Trek provides a worksheet that will get your fit close, specifying which stem and riser block to use.

The modular front end consists of various-sized stems and riser blocks, as well as the base bar, extensions and arm rests

Also, should you purchase such a machine, your local Trek mechanic will do the heavy lifting on dialing in all of the various modular components for you. And if you never travel with the bike, you're golden. But should you travel by air or rail and have to pack the bike, or should you even want to lower the bars by 1cm for a shorter-distance event, you will wish you had three hands for the dis- and reassembly.

All that said, there is a great range of vertical, fore/aft and width adjustment on most of the touch points relative to other super bikes; it just requires some time and often some part-swapping to execute.

Electric systems are far easier to cram into fully integrated front ends than cabled systems, but adjustments still aren't easy

Trek has improved the cockpit options somewhat for 2014. You can tilt the extensions with the adjustment of three bolts, which is nice. But the base bar remains dead level. This is best for aerodynamics, of course, but we would have preferred a slight upward angle on the outer handles for a bit more grip security.

And while there are four styles of extensions to choose from — S-bend, straight, ergo and short ergo — none allow width or angle adjustment as they are one-piece designs. Whether it's another price paid for aerodynamics or perhaps just simplicity in construction, it's certainly something to keep in mind. We used the ergo bar and found that while the bend angle was comfortable, we missed the rotational adjustment you can get on most aftermarket bars.

Knee clearance when out of the saddle was not an issue with the bar - as it sometimes is with TT/tri machines with large aero basebars.

Other components: Seatpost is super user friendly, but plastic parts aren’t the same caliber as the rest of the bike

The Speed Concept's spring-loaded seatpost clamp is a thing of beauty. It's just... easy. One 5mm bolt at the front for final tightness combines with a finger-operated dial at the rear for angle adjustment. A spring pushes the top plate up when loosening the bolts, and unlike many seatposts, there aren't loose parts to fall out when you swap saddles. If only all seatposts were this easy. Kudos, Trek.

The plastic parts are a bit disappointing. The front brake fairing - while it does offer little holes for pad holder adjustment on either side - did not sit perfectly flush with the fork on our test bike. For a bike of this cost, that's not cool. Also, while we love the functionality and general design of the Draft Box, the lid attachment feels chintzy, relying on the elasticity of plastic latches to lock it into place. The one time we crammed the Box to capacity, it popped open when we hit hard bumps like railroad tracks. When not jam-packed, the lid stays shut, but the connection mechanism definitely has room for improvement.

The new, wider Draft Box fits all your flat-fixing essentials and then some

Trek sells the Speed Concept as a frameset and in a variety of bike builds. While we won't go into the Campagnolo EPS Record group here, it is worth noting that the Bontrager Aelous 9 D3 carbon clincher wheels were flawless throughout the testing. Having carbon clinchers on this bike makes good sense to us as there's no reason you can't race and train on the same wheelset. Yes, your buddies and perhaps total strangers will make fun of you for training on super-deep carbon hoops, but this is much better than training on shallow wheels then jumping on deep wheels for race day and freaking out every time the wind blows because you are unaccustomed to the feel. And besides, if you're going to spend this much on a bike, why not rock the hot wheels every day?

Bottom line: The 2014 Trek Speed Concept is a highly specialized machine within an already specialized category of bicycles. Working on it is not easy, but it does seem to live up to Trek's promises of a very fast, very functional machine for solo efforts — and with custom paint options, to boot.

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2021 Trek Speed Concept

A carbon frame triathlon bike with ultra high-end components and rim brakes.

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The Spoke Word: Trek Speed Concept tri bike

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Trek has announced a huge push into the exploding triathlon market with its new Speed Concept frame, which it calls “the fastest bike in the world.” Part of what makes the Speed Concept so fast, Trek CEO John Burke told a gathering of journalists and dealers last month in Los Angeles, is that it was designed specifically to be a triathlon bike.

I know that sounds odd, but the reality is that, while triathletes make up nearly the entire market for aero bikes, time trials in major road races like the Tour de France offer vastly better marketing exposure than even the most popular triathlon events. This means most aero bikes are designed according to the regulations of cycling’s governing body, the UCI, which are much more restrictive than those of triathlon federations. Triathletes, therefore, are generally left trying to trick out UCI-legal frames. Trek claims that with the Speed Concept, its road racers, like Lance Armstrong, will instead be racing dumbed-down triathlon bikes. (See images at end of post.)

“Today we introduce the most technologically advanced Trek ever, the all-new Speed Concept bike,” Burke told the audience in a lavish presentation at L.A.’s Frank Gehry-designed Disney Concert Hall. “It’s absolutely amazing, way beyond where anybody else is in the tri world.”

The Speed Concept is loaded with aero solutions like wheel-skewer levers that tuck behind the frame, fully hidden brakes, virtually no external cables, and a stowage compartment called the DraftBox that forms a faring behind the seatpost and seatstays to further enhance aerodynamic efficiencty. (No, that one’s definitely not UCI-legal.

Trek’s main design innovation, spotted on prototypes last summer at the Tour de France, was to square off the trailing edge of each tube on the frame. Where the cross sections of most aero tubes follow a traditional, teardrop airfoil shape, the tubes on the Speed Concept start out like an airfoil but end in a blunt, squared edge. (See images below.) This design, called a Kammtail, is already in wide use in the automotive industry, in high-end sports cars (think Lamborghini) and high-efficiency hybrids (think Prius).

Trek claims that, especially at the lower speeds of cycling, the trailing edge of a traditional aero tube actually increases turbulence and drag. In wind-tunnel tests, Trek engineers found that the Kammtail tricks the air into following a “virtual airfoil” shape, but without the added drag at the tail. This was especially in cross winds. As an added benefit, the squared edge enhances lateral stiffness.

I’ve only had one hour on the Speed Concept so far, not enough for a full evaluation. But my ride took place in winds gusting over 25 miles per hour and on a route that involved sharp turns and winding roads. Even with deep-section aero rims, the bike felt much less vulnerable to sideways gusts. The lingering impression was one of remarkable stability. I could stay in the aero extensions through turns that would normally have me reaching for the base bars, and even in strong side winds, the bike stayed glued to the straight line I was trying to follow. It truly feels different from other aero bikes I’ve ridden (which, admittedly, isn’t a lot).

To underline Trek’s triathlon push, the company had three-time Ironman winner Chris Lieto and members of the Trek/K-Swiss triathlon team on hand for the presentation. Though the event was held in conjunction with the Tour of California, there were no Trek-sponsored road racers. Burke pointed out that Trek’s lowest market share is in the triathlon category. That segment has seen 30 percent growth over the past five years, and Burke said there are now 1.2 million triathletes in the U.S. alone. It’s a segment he said Trek could simply no longer afford to ignore.

“We had limited resources and we spent a lot of time and effort on road bikes and not that same time and effort on tri bikes,” Burke said. “But in the last four years we’ve added a lot of resources, and that’s how this came about.”

Burke said that resource push also allowed Trek to introduce a full, top-to-bottom line around the Speed Concept. Instead of coming to market with a top-tier model and introducing lower price points in later years, Trek has brought out a full line. At the top of the line stands the 9 Series bikes, which are full carbon and include a unique, integrated, and fully adjustable aero stem/bar solution. Prices will range from $5,500 to $8,500

Next down the line comes the 7 Series. Though also full carbon, these bikes replace the front end of the 9 Series with a more traditional fork, steerer, stem, and head tube. Trek claims that in its wind tunnel testing, the 7 Series outperformed every aero bike on the market except for the 9 Series. Prices will run from $2,400 to $3,500.

For the budget-conscious, there will also be an aluminum-framed 2 Series, which will carry over many of the Kammtail shapes, but at a sub $2,000 price. The 9 series is in stores now, while the 7 and 2 Series will be available later this summer.

—John Bradley

Twitter: johnwbradley

Set up for triathlon (apologies for image quality)…

…and set up UCI-legal.

The DraftBox stores tools and food and, depending on the wind angle, is aerodynamically either neutral or beneficial, according to Trek.

Here's the much neater, faster tri-specific stem and bar combination: Hidden steerer and flat, wind-cheating bars. That black bulge behind the stem is a rubber housing that shrouds the few exposed cables from the wind.

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Trek Speed Concept SLR 7 Extended Review

Trek’s third generation speed concept tri bike has sleek lines, tons of storage, a low weight, and suspension. yes, suspension., review rating, 19 pounds, 12 ounces.

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It’s been a while since Trek released their last version of the well-loved Speed Concept tri/TT bike. By my count, something like eight years since a serious revision—but maybe even more depending on your definition of “serious revision.” We’ve seen hints and glimpses and weird theories about the third generation Speed Concept (based on spy photos, we dubbed it the Speed Cncpt at one point). Visually, the new Speed Concept isn’t jarringly different than the last model, but there’s a lot more to this version than meets the eye.

Trek Speed Concept Gen 3: The Basics

Though we tested the SLR 7 Ultegra 12-speed build of this new Gen 3 Speed Concept, the features on each of the four flavors (SLR 9, 9 eTap, 7eTap, and 7) are similar—save for wheels, drivetrain, and a few other bits like saddles. The frames/forks/bars are the same. According to Trek, the big news about this redesign is the fact that the new version is six minutes or 16 watts at 26mph (roughly Kona-winning pace) faster than the previous version. But there’s way more to it than that.

First, this is Trek’s first Speed Concept with disc brakes—a trend that is unavoidable in today’s high-end road bike market. For years Trek fans were left behind when it came to a tri bike that would take advantage of the super wide rims, greater selection, and the even lower prices that disc-brake wheels brought. Finally, you don’t have to choose Trek or disc.

Next, we’re seeing a big redesign on the Trek’s front end. Notably Trek has ditched the monopost riser that ironically a few competing brands have recently adopted ( Orbea , for instance) and swapped it out for a dual-riser system with a very clean-looking—but also more flexible—fork/stem interface. No more cone/bayonet/brake cowl situation.

And while we’ll dig into the features in more detail just below, it’s worth noting that while Trek is playing catch-up with some of their features, they’re forging a new path with their IsoSpeed suspension system. While beam bikes can rightfully claim a level of suspension in their designs, IsoSpeed—which Trek has offered for years on other lines—is the first built-in suspension in a traditional double-diamond frame. The idea being that the suspension will lessen vibration from the road into the rider without sacrificing handling or stand-up response. Less vibration means less fatigue, which not only helps on the bike, but sometimes even more so on the run.

Trek Speed Concept Gen 3: The Features

There’s a lot going on with the new generation of Speed Concepts, so we’re going to break down the features on this bike below—in order from most effective to least—but leave our impressions until the following section.

Our size medium SLR 7 with Ultegra and midrange Bontrager carbon wheels weighed in just under the all-important 20-pound mark. While many triathletes might rightfully say that weight doesn’t matter much on a tri bike, there’s something to be said for how efficient this design is, and if the wind tunnel numbers are right, Trek did a great job of playing by the UCI rules, making things increasingly more aero, making a shockingly responsive ride, and doing it all without excess materials ( Scott Plasma 6 , I’m looking at you…). This is a tight bike with a low weight that comes as a result.

Aerodynamics

Trek claims this cuts 16 minutes off an Ironman time or saves 16 watts at 26mph. While most triathletes aren’t averaging 26mph for 112 miles (in fact, almost none are…), improvements are improvements. I’d love to see this setup against other bikes in this weight class like the new Quintana Roo V-PR , Scott Plasma 6, Orbea Ordu, or everyone’s favorite double-diamond benchmark, the Cervelo P5.

Disc Brakes

While it’s hard to argue that increased stopping power isn’t a good thing, there’s a lot more to the addition of disc brakes than that. Finally Speed Concept owners can use a greater selection of wider, faster, and oftentimes cheaper disc wheels. They also don’t have to deal with insane brake calipers and aero cowlings. In the latest Speed Concept, Trek also said it’s added discs without adding weight (a tough thing to do).

Hydration, Storage

Though Trek still hasn’t cracked the code on fully frame-integrated hydration like Scott or Canyon, their downtube hydration system is sleek and basically useful.

Their attachable between-the-bars system also looks about par for the course (we weren’t able to try it, however), and the integrated top tube storage actually went above and beyond what you normally see from a built-in bento box. (Removable dividers for organization helped manage the spacious cavity.)

Finally, we really really liked the built-in tool/flat storage that was tucked neatly beneath the downtube water bottle—in many ways it kind of looked like something Canyon would do.

Suspension System

Trek’s IsoSpeed suspension system helps reduce vibration heading up from the road into the rider. Trek claims it increases compliance by 30%—which seems like a lot—by using an internal pivot system specifically placed to help with nose-riding triathletes. With reduced vibration, triathletes will have more energy to ride and run (especially if using a disc or deep-dish set of wheels). In practice, results were a bit of a mixed bag—hence this feature’s ranking on the list of features. Read on for our impressions.

Trek Speed Concept Gen 3: The Good

Oddly enough, there’s a lot that’s really exciting on this bike that Trek chose not to highlight for some reason. There’s a lot of talk about the increased aerodynamics (which are great, but hardly perceptible when riding under 26mph not in a wind tunnel) and the suspension system, but not a lot of mention about the way the bike handles, its road feel, its handling, or its weight (which is quite low for tri standards). Trek does highlight excellent storage—which the Speed Concept does very elegantly—and their wide range of easily adjustable fit options across four sizes. Those are highlights worth noting because the new Speed Concept is worthy of praise in those arenas for sure.

But the most interesting things we found while riding the new Speed Concept are slightly more imperceptible and in many ways rarer than things like storage and fit options. Not since Cervelo’s new P5—a bike that many brands flat-out use as a benchmark to compare their latest bikes to—have we had such a snappy, lively, and intuitive-handling bike. We’ll get to the vibration damping on this bike below, but the Speed Concept has a high level of road feel, accelerates quickly when standing or powering over rollers in the aerobars, and cuts corners very very well. Much like the similarly UCI-legal P5. Because the design is tight and well-thought-out, the Speed Concept feels completely connected to the rider—right out of the box. While it might not hold straight lines like the new V-PR in a screaming downhill aero tuck, it moves aggressively around obstacles and corners without earning the “twitchy” label.

Also much like the P5, the Speed Concept travels very well, as you only need to loosen a few bolts to bring the front end off and pack it up. All compartments and coverings are similarly well-integrated without a bevy of tiny bolts to potentially strip and/or get lost. Here, Trek clearly spent a lot of time in their design iterations to make sure things on the user side were simple, all while giving plenty of features that triathletes expect from a near-$10k bike.

Trek Speed Concept Gen 3: The OK

There are a few little nit-picky things on the Speed Concept that you only typically bring up if the rest of the bike is really really good. So we’ll start there. First, the saddle that comes with the SLR 7 version is shockingly hard and shockingly wide. This might work for some triathletes, but others will likely need an immediate swap.

Next, while there is a lot of fit flexibility in the four sizes that Trek offers, the seat angle can’t get as steep as some triathletes might want (if so, look to Canyon or Quintana Roo to get really steep). Also, like many (but not all) integrated front ends that are super cool, you can’t change out the aerobar extensions for a different style without changing the whole bar system—the Speed Concept’s unusual (but easily adjustable) aerobar shape ensures this. Finally, in the nit-picky section, we were surprised that Trek sold this with midrange 51mm carbon wheels on the front and rear. I would hope to either knock $1K off the price and go with basic trainers or add a few bucks and give this rig a proper deep rear/mid-depth front.

The last thing we were surprised by was how not-smooth the ride was over low- and mid-frequency road vibrations. Given that Trek probably put a lot of time and effort into their IsoSpeed system—which worked like a charm over high-frequency road chatter—the ride was much rougher than I would have thought. That’s not to say the new Speed Concept is a rough-riding bike in the grand scheme of things, but there are at least three other new bikes off the top of my head with a smoother ride at this price range and no suspension system. Of course none of those bikes have the handling and acceleration of the Speed Concept either—so there’s a give and take, of course.

Trek Speed Concept Gen 3: Conclusions

I wasn’t sure what to expect when I first got on top of this new Speed Concept. I had always liked the old version in the way that it was predictable but unremarkable. It wasn’t a bike that would get you excited to go out and ride, but it also did it’s job just fine. The third generation of this bike seems to have gotten the “excitement” variable right. This is a fun bike. Sure it’s not as tri-specific as some of the other brands we’ve mentioned here—ones with in-frame hydration and all sorts of other non-UCI-legal goodies—but there’s something to be said for a simple, no-frills design with key features that works very very well.

I think this is (finally) a very big upgrade to the Speed Concept line that might serve as a marker to other brands for a new benchmark. For years, I’ve even used the P5 as something to measure other tri bikes against—particularly when it comes to weight, handling, and acceleration (because of course I don’t have a wind tunnel). This could replace that. I like how easy it is to work on this bike, travel with it, and adjust it. I like the way this bike feels when I ride it, and I know everything on it will stay on it and stay quiet as I add more miles onto its odometer. Not every bike at this price can say that, and with the latest version of the Speed Concept, Trek has made some big, necessary, and exciting improvements that’ll stick for years and years, until the next update.

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Critérium du Dauphiné stage 4 Live – Evenepoel and Roglič square up in time trial

Best time trial bikes: TT and triathlon bikes to help you cheat the wind

Slice through the wind and lay down a new personal best with one of the best time trial bikes

The best time trial bikes are the ultimate in speed, designed to slice through the wind with minimal disturbance.

Whether it's a 5km prologue or a 100-mile endurance event, at its heart, time trialling is a race against the clock, so the most important consideration for the best time trial bikes is to be as fast as possible. This is predominantly achieved with a reduction in aerodynamic drag, but things such as rolling resistance and drivetrain efficiency play a part, too.

Most time trials will allow you to compete on any bike you like, but take one look at a dedicated time trial bike and it's clear that it has been designed to be as aerodynamic as possible. One of the main differences between a road bike and a time trial bike is the time trial bars that replace the drop handlebars. These allow a rider to get into a much more aerodynamic position, whilst retaining control of the bike.

This style of bike is also ultra-popular with triathletes, another against-the-clock event. However, with triathlons not governed by the UCI’s rules, some brands offer different triathlon-specific bikes, which throw traditional bike design to the wind.

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Best time trial bikes

You can trust Cyclingnews Our experts spend countless hours testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

Cervelo P-Series Disc

Our expert review:

Specifications

Reasons to buy, reasons to avoid.

Cervelo’s P3 and P5 TT and tri bikes have been a staple of the brand's range, with many considering them to be the gold standard in this arena. With the new P-Series frame, the brand is aiming to offer the same level of performance at a lower price tag. Cervelo has also made the geometry slightly less aggressive than the angles of the P5, making it possible for a broader range of riders to find a comfortable fit — 506mm stack and 398mm reach with a 72.5-degree head angle in size 51cm.

In typical bike industry form, Cervelo says it’s lighter, stiffer and more aero than its predecessor, even with the disc brakes. It comes equipped with provisions for a bento box, an integrated aero water bottle and a re-hydration mount.

Cervelo has opted for a non-proprietary cockpit so you can use the base bar, pads and extension that work best for you; this also means spares will be readily available.

Giant Trinity Advanced Pro 2

The Trinity Advanced is built around a frame made from Giant's second-tier 'Advanced Pro' carbon fibre and sees a stiff front end that tracks exceptionally well, with a frame that still manages to provide one of the softest, most vertically compliant ride qualities that’s easier on the body than most.

The bike features an uber steep 77-degree seat angle, 73-degree head angle, and stack and reach figures of 539mm and 417mm in a size medium.

With its Shimano 105 groupset and Giant S-R2 aluminium wheelset, the Trinity is ready to ride out the box, but serious competitors will see it as a platform ripe for upgrading.

The TT version (pictured) is one of our picks of the best time trial bikes, but triathletes may wish to choose the Trinity Advanced Pro, which features a deeper fork profile, removable hydration-storage nose cone, and fairings to cover the brake calipers.

Vitus Auro CRS TT

Vitus is one of the Wiggle/Chain Reaction Cycles brands and it has a long history of making solid bikes, so it would be silly to overlook the brand's TT bike.

The frame is made from T700 Hi-Mod UD carbon with an integrated carbon aero stem and fork. At the front, there is a direct mount Tektro rim brake, which may not be as aero as some of the integrated options, but at least it works. The rear brake is also direct-mount and is hidden under the bottom bracket.

The bike features an Ultegra R8000 11-speed build and roll-on Prime Black Edition carbon clinchers, 85mm deep at the rear 60mm at the front.

The cockpit comes from Zipp with the Vuka bars allowing heaps of reach and height adjustment. Vision Metron bar-end shifters are mounted on the end of the extensions, and the saddle is a Vitus TT specific short nose ‘power’ saddle.

Specialized S-Works Shiv TT

The Shiv comes in two versions: a tri-specific build with a HUGE hydration-store-cum-fairing behind the saddle and a tri-specific fork that’s not even close to UCI legal and a more conservative road TT version. This model is the UCI legal version, and Specialized says it pushes the rules to the limit while also trying to keep the frame as light as possible to better handle the more undulating time trial courses of today.

With a 75-degree seat angle and a 72-degree head angle, the Shiv isn’t a handful to pilot around corners, and Specialized incorporated years of Retul fit data updating the bridge and armrests for improved fit adjustment.

As the brand was an early adopter of disc brakes, it’s no surprise to see them here, and Specialized has data from its wind tunnel showing they don’t add any additional drag. The S-Works model comes with a full SRAM Red eTap AXS 1x drivetrain complete with an aero chainring and a Quarq power meter. With all of this, don’t let the price tag take your breath away.

Trek Speed Concept

The Speed Concept is designed to be used across both time trial and triathlon, with a wide range of adjustments and user-friendliness in mind.

Thanks to Trek's Project One, you can customise the bike to perfectly match your needs - in both colour and spec - but the off-the-shelf model is equally ready to race.

Bontrager's Aeolus Comp 5 wheels are provided, which offer the consistent performance of an aluminium brake track coupled with the aerodynamic efficiency of deep-section rims. Shifting comes courtesy of Shimano's Ultegra mechanical groupset, while braking is taken care of by Bontrager XXX levers paired with proprietary integrated Bontrager calipers.

All of this is built onto a 500-series OCLV carbon fibre frameset, which helps keep the weight down to a respectable circa 9kg (20lb) level.

The seat tube is a pretty aggressive 78-degrees, which is matched by an equally-steep 72.2-72.5 degree head angle, with stack and reach figures of 51.7cm and 40.8cm respectively in a size medium.

Ribble Ultra TT

With a close connection with the forward-thinking HUUB-Wattbike team and their aerodynamics expert Dan Bigham, the Ribble brand is quickly growing prominence in the time trial sphere.

There are two options in the current range, the Ultra TTR is a triathlon-specific option, whereas this Ultra TT is the UCI-legal time trial option. With Ribble's online BikeBuilder tool, you are able to choose your own spec and adjust the bike's colour at the point of purchase.

In a size medium, the stack sits at 50.6cm and the reach is 41.5cm. This is paired with a head angle ranging from 72.5- to 72.8-degrees and a seat tube angle that ranges between 76 and 79 degrees with the adjustable seatpost.

Scott Plasma 10

Scott's Plasma 10 is the direct benefit of trickle-down tech, as this frame design sat at the top of the range with a massive price tag only a few years ago. Now, at a much more budget-friendly price point, the Plasma 10 is still one of the fastest bikes on the road.

It’s one of the more forgiving time trial frames on the market but this doesn't come at the cost of power transfer or steering precision. If you look carefully, you’ll spot a few design cues from the current Foil aero road bike, however, the aero tubing is much more exaggerated in the head and seat tubes.

At the top of the fork is a 1 1/8in steerer tube which allows for a standard stem, base bar pads and extensions — perfect for the beginner that will need to tweak their position. You’ll also find direct mount brakes instead of proprietary integrated points and an interesting mix of components ranging from Shimano 105 all the way up to Dura-Ace.

BMC TimeMachine 02 Two

At the Road World Championships, Rohan Dennis defended his title aboard a blacked-out version of the BMC TimeMachine frame instead of his (at the time) Merida team bike. The ‘02’ version of the frame is made from a lower grade carbon and sports a few different frame features along with a more price-friendly spec.

At the front is a Profile T2 wing bull horn bar which steers the brand’s Aero Premium carbon fork with a standard rim-brake bolted on, instead of integrated brakes.

In BMC’s over-engineered fashion, there are two seatpost mounts that are capable of creating either a 71-degree seat angle or an ultra-steep 82-degree seat angle. With the seat post in the steeper option, to cover the extra hole in the frame, there is a removable storage box for tools and spares which complements a top tube bento box and dual-standard bottle cages.

Bianchi Aquila CV

With the Aquila CV explicitly designed for the likes of the Jumbo Visma team, it’s no surprise the geometry is exceptionally aggressive, but if you’re flexible enough, this celeste speed machine might just be the most comfortable bike in the category. Bianchi has incorporated its Countervail technology into the layup, which integrates a viscoelastic resin used by the likes of NASA into its carbon fibre and is claimed to absorb 80 per cent of the vibrations coming through the frame. The Italian outfit also says it not only helps the rider stave off fatigue but also increases the stiffness of the frame.

On the outside, every detail of the Aquila TT is sculpted to cheat the wind. The front brake sits inside the carbon fork, the rear brake is found beneath the BB, and the frame has an adjustable rear dropout which allows you to snug the rear wheel up against the seat tube to maximize aero gains.

At the front, the Aquila features a proprietary integrated bar and stem system, which does limit adjustability to a certain degree.

Cube Aerium

Cube's Aerium has a funky silhouette, with sharp angles that make it look more like something that should be lining up for a light cycle match in the movie Tron rather than at your local TT. Made using the brand's Advance Twin Mould system, the bike features rear-facing horizontal dropouts that allow you to snug the rear tyre right up against the seat post for the best possible aero benefit.

All of the cables are hidden inside the frame except for the front brake, which utilizes the brand's Aero TTVO1 caliper. The rear brake is a standard Shimano 105 caliper that’s placed below the bottom bracket. While the Stem is Cube’s own proprietary part, the base bar, arm pads and extensions all come from Profile Designs, and should they not be the right fit can be swapped for something that works better.

For the money, the bike comes with a full Shimano Ultegra drivetrain R8000 and roll on a set of Mavic Cosmic elite wheels, ideal for training.

What to look for in a time trial bike?

1. Wait, can’t I just use my road bike?

You sure can, and with a set of clip-on aero extensions, you can get a feel for the TT position and some aero advantage. That said, not only will the time trial bike itself be more aerodynamic, the geometry also differs quite a bit to help you minimize your body's front-on profile — which is what creates the majority of the drag.

To start, the seat tube will be extremely steep (usually around 76-79 degrees), placing your derriere directly above the bottom bracket to tilt you forward. The head tube will also be short with the armrests and extensions mounted on the top of the base bar being used to dictate the stack.

A time trial bike will also typically feature shift levers (or buttons, in the age of electronic drivetrains) at the end of the time trial extensions, meaning you needn't come out of the aero position every time you wish to change gear.

2. Frame differences

As we mentioned, TT and triathlon bikes are designed with the sole purpose of minimizing wind resistance and maximising efficiency. This comes at the expense of comfort — don’t expect to find flex zones or compliance built-in — and with the deep section tubing, the frames are weighty and that's before you begin to bolt on any components.

At the front, a TT bike will have a base bar where the brake levers are mounted. This also provides support for the arm pads and extensions with the gear shifters at the end.

The bike will definitely have a proprietary aero seatpost, and may even have an integrated stem, with some bikes using brand-specific cockpits too.

When it comes time to drop the anchors, you’ll find everything from standard rim brakes to hidden integrated calipers and even discs — more on that later.

3. What are you racing?

When you’re looking into a TT bike, it’s crucial to take into consideration what you’re going to be racing, and more importantly, if the UCI has jurisdiction over the event. If it does, you will need to make sure you opt for a frame that has been UCI approved.

If not, the world is your oyster, and you can take full advantage of the engineering prowess of your chosen brand’s R and D department for the fastest bike possible. Here you'll find fairing's, frames with no seatpost and all kinds of wind-cheating features that aren’t available on UCI legal frames.

4. Bottles, nutrition and spares

Depending on the events you’ll be racing, it’s also essential to take into account if the frame has mounts for a bento box or integrated bottles.

If you're doing the local club 10, then you probably don't need storage for extra water or calories, but if you're doing a 100 miler, it won't be comfortable (or aerodynamic) to stuff all those extra bottles and gels into your skinsuit pockets.

5. Wheel tax

Often TT bikes are sold with cheap alloy rims. The thinking here is that if you're shopping for a TT bike, you more than likely already have a set of race wheels and don’t need another set, and this helps to lower the price a bit.

If you don’t have a set of deep-section carbon hoops and are looking to maximize the performance of your new TT bike, you should look for a bike that comes with aero wheels, or spend your budget appropriately.

6. Disc or rim brakes?

The disc or rim debate has made its way to the TT and triathlon world too. With the aero-at-all-costs mentality used for this category of bikes, we have seen quite a few proprietary integrated rim brakes that are about as useful as a road tyre is to a downhill bike.

Not only do discs offer more power and modulation in all weather conditions, but wind tunnel testing also shows the aerodynamic impact is minimal to none.

What's more, when it comes to the complex integrated cable routing of the best time trial bikes, these tight corners cause friction to cables and a subsequent loss in performance. Hydraulic hoses don't suffer from this friction, meaning performance doesn't degrade over time. The same argument can be made in favour of electronic or wireless groupsets.

7. Position

Given time trialing is a race against the clock, it's important to remember that you're chasing speed, not just aerodynamics. Therefore, while you might want to ride in the most aerodynamic position possible, you might find this position causes a loss in available power output. Therefore, it's important to balance power and speed to find an optimal balance.

To that end, a time trial bike that's fast on paper, but with a lack of available adjustment, could force you into a position that is actually slower than a less-aerodynamic bike.

Time Trial bike sizing

The best way to size up any bike is to have a professional bike fit. Alongside that, check the stack and reach of the frame to compare against existing bikes.

However, a good starting point with time trial bikes is to go for a size smaller than a typical road bike size.

To set your time trial position from scratch, you'll need some trial and error. Try to find the lowest position that is both comfortable and allows you to see ahead. A narrower position offers less control against crosswinds, so start wide, but gradually work inwards to a comfortable, safe, narrow position.

Time trial position : Should you train it, and how?

What is a TT position

Best time trial bikes: Jos van Emden rides in the time trial position

TT position is a term used to describe a rider's body position when riding a time trial bike with their arms on the extensions. It is considered the most aerodynamic position available where pedaling remains possible.

Is a time trial bike faster than a road bike?

Over flat terrain, a time trial bike is theoretically faster than a road bike, however there are certain factors to consider. It is not uncommon for a rider's sustainable power to be lower in the time trial position, and if a rider is unable to sustain the same power, this could offset the aerodynamic improvement.

Once the gradient of the road rises, there is another balance to strike. A time trial bike will typically be heavier than a road bike, and the tipping point at which the aerodynamics is trumped by reduced weight is around six per cent. Anything below this and the time trial bike will likely be faster.

Is a time trial bike worth it?

This very much depends on what sort of racing you typically do. If you partake in frequent time trial events over flat terrain, then assuming you are able to output the same power in the time trial position, the aerodynamic savings will certainly benefit you in competition on a regular basis.

With that said, if your only against-the-clock racing is as part of a hill climb series, the added weight of a time trial bike might cost you more seconds than the aerodynamic benefits. So look at the demands of your chosen event, if the gradient is above the six per cent mark, a time trial bike will probably be slower.

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Based on the Gold Coast of Australia, Colin has written tech content for cycling publication for a decade. With hundreds of buyer's guides, reviews and how-tos published in Bike Radar, Cyclingnews, Bike Perfect and Cycling Weekly, as well as in numerous publications dedicated to his other passion, skiing.

Colin was a key contributor to Cyclingnews between 2019 and 2021, during which time he helped build the site's tech coverage from the ground up. Nowadays he works full-time as the news and content editor of Flow MTB magazine.

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IMAGES

Trek Speed Concept UCI Gen 2 Neutral 700c Fork
Así es la Trek Speed Concept con la que Ellen Van Dijk ha batido el
Trek Speed Concept 9 Series
Pro bike gallery: Leah Thomas' Trek Speed Concept time trial bike for
The all new Trek Speed Concept
Another view of the seat post head on the Trek Speed Concept. This

COMMENTS

Speed Concept
In real world testing done by Trek's Performance Research Lab we've found that a more compliant ride is less fatiguing for your body and helps keep you fresher for the run. ... The newest gen Speed Concept has won multiple UCI time trial world championships, Ironman world championships, and more. Learn more about Speed Concept's victories ...
Speed Concept
Speed Concept is a lot of things, but above all, it's fast. It's our most aerodynamic bike, which makes it an ideal triathlon bike and a great choice for TT enthusiasts who know every second matters. Plus, it's an exceptional value: adjustability, integration, customization options, aero wheels, and an 11-speed drivetrain—all in a super ...
Trek Speed Concept 2022/2023 UCI legal : r/TrekBikes
My Trek retailer is having a hard time confirming with Trek how to configure a 2022/2023 Speed Concept so that it is UCI legal for Time Trials. He says he's asked Trek multiple times, but can't get an answer. ... 28.01.2021 TREK-061 TREK-061 MY22 SPEED CONCEPT SLR COMPOSITE SC FULL FOIL ALL S - XL (4) 28.01.2021 TREK-062 TREK-062 https: ...
2020 Trek Speed Concept
2020 Trek. Speed Concept. A carbon frame triathlon bike with ultra high-end components and rim brakes. ... Bontrager Speed Concept KVF aero bar, carbon, direct mount, UCI legal. Saddle: Bontrager Hilo Comp, hollow chromoly rails. Seatpost:
2018 Trek Speed Concept
Tested: Trek Speed Concept 7.5 Triathlon Bike. Oct 2015 · David Willey. ... Bontrager Speed Concept KVF aero bar, carbon, direct mount, UCI legal. Saddle: Bontrager Hilo Comp, chromoly rails. Seatpost: Bontrager Speed Concept Race Lite, alloy, +/-20mm offset.
2019 Trek Speed Concept
2019 Trek. Speed Concept. A carbon frame triathlon bike with ultra high-end components and rim brakes. ... Bontrager Speed Concept, direct mount. Handlebar: Bontrager Speed Concept KVF aero bar, carbon, direct mount, UCI legal. Saddle: Bontrager Hilo Comp, chromoly rails.
Review: Trek Speed Concept 9.9
Trek reckon their Speed Concept is the fastest production bike in the world. That's some claim. ... And the KVF shape conforms to UCI (cycle sport's world governing body) rules which say that no tube can have a length: width ratio greater than 3:1. The profile of the down tube, for example, is 81mm long and the width is 29mm according to the ...
Reviewed: The Gen 3 2022 Trek Speed Concept SLR 7
The latest version of Trek's Speed Concept goes from a monopost aerobar riser to a dual post version. The new Speed Concept also has the fascinating IsoSpeed suspension system that's meant to remove vibrations from the road into the rider—reducing fatigue for the bike and run. Trek has also improved aerodynamics by a claimed 16 minutes ...
Trek Speed Concept 9 Series
Trek Speed Concept 9 Series: Trek's system allows for clean aerodynamics in a UCI-legal front end (Image credit: James Huang) Trek Speed Concept 9 Series: Plenty of air - or tire - clearance up ...
Speed Concept Trek Bike
The Trek Speed Concept is a fast, aerodynamic time trial and triathlon bike. Get your own at Primeau Vélo, the largest cycling retailer in Canada. ... Out of the box UCI legal for time trial racers, triathletes can further optimized the Speed Concept with more profiled handlebars, Speed Fin, and rear brake cover. Also, optional Draft Box ...
Trek Speed Concept 7 Series Project One
We were excited when Trek rolled out their revised Speed Concept in mid-2013.They had taken a frame that had been performing at their pro-peloton level and added a list of new features that specifically benefited the triathlon market, yet left the ability to be UCI legal for those who wanted it.
Speed Concept for UCI Time Trial?: Triathlon Forum ...
The speed concept 7.2 should be legal provided you have UCI legal aerobars on it, and that your position is UCI legal. The other poster is perhaps familiar with the Speed Concept 9 which comes with an illegal aerobar, yours most likely has a legal one. The other adjustments you have to make relate to your posittion: 1.
Trek Speed Concept 9 Series review
Discover the Trek Speed Concept 9 Series, a triathlon bike that combines aerodynamics, comfort and versatility. Read our review to learn more.
2021 Trek Speed Concept
Trek recall: 2022 Speed Concept SLR, 2021-2022 Emonda SLR, and Bontrager Aeolus RSL VR-C handlebar/stem. Aug 2022 · VeloNews.com. ... Bontrager Speed Concept KVF aero bar, carbon, direct mount, UCI legal. Saddle: Bontrager Hilo Comp, hollow chromoly rails. Seatpost:
The Spoke Word: Trek Speed Concept tri bike
Triathletes, therefore, are generally left trying to trick out UCI-legal frames. Trek claims that with the Speed Concept, its road racers, like Lance Armstrong, will instead be racing dumbed-down ...
Trek Speed Concept SLR 7 Extended Review
Though we tested the SLR 7 Ultegra 12-speed build of this new Gen 3 Speed Concept, the features on each of the four flavors (SLR 9, 9 eTap, 7eTap, and 7) are similar—save for wheels, drivetrain, and a few other bits like saddles. The frames/forks/bars are the same. According to Trek, the big news about this redesign is the fact that the new ...
Best time trial bikes: All the advice to help you choose
However, with triathlons not governed by the UCI's rules, some brands offer different triathlon-specific bikes, which throw traditional bike design to the wind. ... Trek Speed Concept. $3,499.99 ...
First Look: Trek's New Speed Concept Time Trial Bike
It's easily removable in a matter of seconds. PRICING. $4,999.99 lands you the frame module, which includes frame, fork, brakes, headset, handlebar, stem, and seatpost. A complete Speed Concept 9.5 with Ultegra mechanical and Bontrager aluminum tubeless wheels runs $5,999.99, while a 9.9 with Dura-Ace Di2 and Aeolus 5 wheels jumps up to ...

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