BMC TEAM MACHINE SLR01 DISC
BMC’s SLR01 Disc is the latest iteration of BMC’s yellow and rainbow jersey winning Team Machine. Procycling’s Warren Rossiter is the lucky guy to take it for a test ride
For such a young company, Switzerland’s BMC have made a big name for themselves with professional wins coming thick and fast, many on the Team Machine. The original, dating from 2011, is the bike that Cadel Evans propelled to his Tour win in the same year, and which Philippe Gilbert rode to his 2012 world title. The second generation edition (one of our favourite bikes of the last few years) carried Greg Van Avermaet to 2016 Olympic success and is still going strong for the BMC team.
The second generation bike was the first to feature BMC’s ACE (accelerated composite evolution) technology. ACE is a supercomputer-based algorithm, a co-development between BMC and two engineering software specialists (FEM company Ansys and algorithm-optimisation company Even). BMC had 247 parameters to consider when creating a carbon frame. The second generation SLR01’s ACE Technology design passed through 34,000 iterations before arriving at the final one; adding disc brakes to the new bike increased that number by another 18,000.
The development wasn’t all computer based, with Cadel Evans, now a BMC brand ambassador, riding thousands of kilometres on successive SLR01 generations and providing feedback to the R&D team.
The 2018 bike is the first with disc brakes (though they have retained a rim brake version based on the new design). It has retained plenty of the previous generation’s styling cues, with angular tube shapes and dropped seat stays, but it looks somehow burlier, tougher and more aggressive compared to version 2’s slight appearance. Look closer and you’ll see some asymmetry. At the back the non-drive side chainstay is almost square in profile compared to the drive side, which is taller and slimmer. The disc specific fork is a clever piece of design: rather than beefing up the fork to handle the stresses of a disc brake they’ve altered the shape and profile of each fork leg to compensate for the forces. So while a standard disc fork usually adds 60g+ over a conventional rim brake fork, the SLR’s only adds 18g, and at 355g (including the headset compression device) it’s lighter than most brands’ rim brake forks.
The D-Shaped seat-post first appeared on the last generation BMC and it’s now fast becoming de rigueur on top-end race bikes with the likes of Specialized, Giant and Cérvelo following suit. The shape allows for more directed compliance than a round tube, and means it can’t rotate when bolted in. The design process has resulted in a post which tips the scales at a featherweight 195g (uncut – 350mm).
The ICS (Integrated Cockpit System) which comes fitted to the top SLR01 Disc models is a work of art. The stem’s lower cover channels the hydraulic hoses and Di2 cables into the frame for a clean look. The cockpit is as adjustable as any other, but sleeker, using proprietary two-part spacers with interlocking halves, allowing front-end adjustment without removing hydraulic brake lines. The stem’s open faceplate accepts a slot-in mount for a Garmin too.
Out on the road the SLR01 feels truly familiar, with the same sharp stiffness that so impressed us with the previous version. The stiffness through
The SLR accelerates with stunning rapidity, countered by a smoothness which makes it a joy to ride on
the drivetrain that makes the SLR accelerate with stunning rapidity is perfectly countered by a smoothness that makes the 01 a joy to ride on.
Over rolling terrain the SLR01 is devastatingly rapid, and we mean aero road bike quick. Comparing times between this and the Trek Madone over the same route, the BMC was within a couple of seconds of a machine which is built solely to cheat the wind. The pedalling platform stiffness is at the heart of its speed, and that, combined with the cosseting ride which means you don’t back off over rough sections or broken-tarmac descents, adds up to a very fast bike.
On ascents, the SLR01 excels. The combination of the chassis and light rolling stock from DT Swiss makes short work of hills, and the gear combination is a 52/36 up front and a wide 11-30 at the back. For any naysayers about the 11-30 not being pro enough, it’s worth noting that Chris Froome opted for a 32 on the toughest climbs in this year’s Vuelta.
Even though BMC have extended the back end to accommodate discs (by a scant 8mm) it’s still a supremely nimble bike, so the BMC also nails descents. Over the weeks we’ve had the bike we’ve had to contend with high winds and heavy rain and the combination of the latest Dura-Ace discs and Vittoria’s excellent 25c Corsa tyres has proven every inch the match for adverse conditions. The bike is designed to take a 160mm rotor up front only, which is a good choice. Critics of discs cite the noise, which is usually a by-product of heat. A smaller 140mm rotor will heat up quicker for the same amount of braking than a 160, and therefore get noisier quicker. With the 160 up front we had little protest from the rotors even under hard prolonged braking. The new minimal Dura-Ace calipers are lighter than previous models and the lever action is subtly smooth. Disc brakes won’t give you any more power than a top rim brake, but they do give a lot more control at the lever, which means you brake less, and earlier, under better control and then get back on the power sooner, which all adds up to a bike that descends as well as any we’ve ever tested, and in most cases surpasses them.
The frame has clearance for up to 28c tyres and comes equipped with 25s. BMC also launched the Road Machine this year, which is a mightily similar bike, though designed with one eye on the classics and clearance for much bigger tyres. BMC know they’ve got both areas covered and with bikes that are more focused than the average all rounder.
The new Dura-Ace Di2 is an absolute marvel, with the easy access of the new control box. BMC have integrated it into the down-tube, so with a quick button press you can switch between standard, semisyncro, and full syncro transmission duties. On full
Pros Stunning, accomplished all-rounder; sublime handling combined with luxurious comfort Cons No wireless connection for Di2, and it’s very, very pricey
syncro the system automatically shifts the front mech, so if you’re ratcheting through the rear block as a climb gets stiffer, the system will switch the front mech to drop down into the smaller ring, or vice versa when it comes to the descents. On semi-auto syncro, this automatically shifts the rear mech in either direction when you shift the front at the gear crossover point, thus giving a smoother transition between gears, a more even pedal progression and more consistent cadence. New Di2 has another trick up its sleeve too: Shimano have the E-Tube project app, and once connected you can alter the shift speed settings, allocate buttons to duties and more, including the new top-ofthe-hood mounted button. You can do this via the charger cable to your laptop or using the new cross platform app for IOS or Android (phone and tablet). That’s where our only niggle is with the BMC. To get access to the phone/tablet app features you need the (Shimano) BW-WU111 wireless antenna. With this you can not only operate gear controls but also (if connected wirelessly) operate your connected lights or switch between Garmin screens. With the SLR01 however, as it’s so integrated, you can’t fit the in-line (cable) antenna - it doesn’t work if contained within the frame. This is a shame, as connecting your bike to an app on your phone is clever, and being able to tune, diagnose and control it from the same is brilliant, as is displaying gear and battery levels on your Garmin.
This little tech nerd niggle aside, as a bicycle the SLR01 is phenomenally accomplished. It takes everything that was great about its predecessor and amps it up, and puts a smooth sheen on shifting, braking, and comfort levels.
It has supreme handling, supreme control, supreme speed, and sublime comfort. In short, it’s one of the best bikes we’ve ever tested. We just need Shimano to come up with an alternative antenna and it’d be nigh-on perfect, though with a five-figure price tag it probably should be.