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Specialized 2010 road preview: Tarmac SL3; Secteur; Roubaix; Shiv

The forward bulkhead reinforces the front end for greater rigidity and also effectively makes for a much deeper aspect ratio than the 3:1 normally allowed by the UCI for a single structure.

  • The new Specialized S-Works Tarmac SL3 bears strong visual resemblance to the current SL2 but in actuality, there is little in common.
  • The new frame is built using an entirely different procedure and is both 153g than before yet a claimed 18 percent more rigid.
  • Internal ribs inside the head tube help prevent the thin frame walls from deflecting under load.
  • Similar treatment is given down below near the bottom bracket.
  • The Tarmac SL3 chain stays are now boxier than before for extra rigidity.
  • The seat stays are still slender for comfort and use an elliptical profile to keep lateral rigidity high.
  • Specialized claims the curved top tube is a key element for keeping the Tarmac SL3 comfortable.
  • The SL3's dropouts look like they might be carbon fibre…
  • …but they're actually aluminium forgings with separate plates welded on to create trick hollow structures that are supposedly both lighter and stiffer than a carbon fibre equivalent.
  • Of course, Specialized has retained the previous Tarmac SL2's integrated bottom bracket configuration though the new press-in cups are lighter than the old aluminium sleeve.
  • The new FACT SL crank on the top-end S-Works Tarmac SL Superlight uses a carbon fibre spider and lighter chainrings.
  • Current demo bikes were set up with TRP R960 machined aluminium dual-pivot calipers but production Tarmac SL3 Superlight bikes will come with TRP's new forged magnesium 970SL brakes.
  • A SRAM Red group contributes to the 5.95kg (13.1lb) claimed weight for a complete Tarmac SL3 Superlight.
  • The Tarmac SL3 Superlight will also include a pair of 175g Specialized S-Works carbon bars with a classic bend.
  • Specialized continues on with a traditional 27.2mm round seatpost, saying there is no weight or stiffness advantage with an integrated design.
  • Specialized's newest time trial weapon is the Shiv - a menacing name for a not-so-friendly-looking bike.
  • Though all of the Shiv frame was carefully shaped, this is really what the wind will see first as the bike moves through the air.
  • The forward bulkhead reinforces the front end for greater rigidity and also effectively makes for a much deeper aspect ratio than the 3:1 normally allowed by the UCI for a single structure.
  • The brake is wholly mounted to the forward bulkhead but the whole assembly is then bolted together at the top of the steerer tube and down below with a carbon 'strap' to make for an ultra-stout front end.
  • Tight tolerances leave miniscule gaps between components for smoother airflow.
  • The head tube area looks - and is - fairly wide as compared to some of the Shiv's aero competition but Specialized claims that width actually improves drag figures at more realistic yaw angles and also makes for a stiffer and more predictably handling chassis.
  • Specialized could have gone with more aero outer pods but elected the more traditional shape as it provides a more secure perch for riders' hands.
  • Cables are cleanly routed into the top of the top tube.
  • The subtle tail on the back of the seat tube where the stays join helps maintain smooth airflow off the rear end.
  • The rear brake is located down below the chain stays where the air is already turbulent.
  • The chain stays and seat stays feature a prominent kink near the dropouts similar to that used on the Transition.
  • Specialized again sticks with a conventional telescoping post for its added convenience.
  • The Shiv is narrow but supposedly not at the expense of overall rigidity, which is said to be just shy of the current Tarmac SL2.
  • The Specialized Roubaix platform will carry over into 2010 essentially unchanged.
  • Roubaix seat stays will continue to employ their radical shaping and Zertz viscoelastic inserts for a smooth ride.
  • New for 2010 is the Secteur range, which aims to provide Roubaix-like comfort and positioning but at a lower price point courtesy of its aluminium frame construction.
  • The top-end Secteur Comp will use carbon seat stays with shaping similar to that of the more expensive Roubaix.
  • The curved top tube supposedly allows for more front-end flex over bumps.
  • The rest of the Tarmac line benefits from trickle-down technology, such as the mid-range Expert model which now gets the more advanced tube shaping previously reserved for the top end.
  • Separate seat stays and a curved top tube contribute to a reasonably comfortable ride.
  • The 2010 Tarmac Comp frame is essentially the same as the 2009 Tarmac Expert.
  • The 2010 Comp will replace its straight 1 1/8
  • The 2010 Tarmac Comp will use wishbone-style seat stays.
  • A Zertz-equipped carbon post will help take the edge off of rough roads.

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The forward bulkhead reinforces the front end for greater rigidity and also effectively makes for a much deeper aspect ratio than the 3:1 normally allowed by the UCI for a single structure.

© James Huang/BikeRadar.com