Scott launches disc Foil
Scott’s new Foil sets out to prove that disc brakes can enhance the ride of a full-on aero bike while minimising the weight penalty
Scott has completely committed itself to disc braking by adding the Scott Foil aero bike to its already established Addict RC disc race bike and Addict range — including the women’s Contessa ranges.
Scott says since other types of racing use disc brakes to enhance performance or ensure lap-by-lap predictability, power and control, why not bicycles too? Scott believes discs are the future and will now offer them on all of its bikes.
The new Scott Foil is a complete race bike that is not all about aerodynamics. It strikes a balance between aero, lightweight, power, control and comfort.
For the Foil, control is the most important of these attributes, which is why it has been given disc brakes.
The first Scott Foil had a special patented profile that included a ‘transitional radius’ on the trailing edge of the tube to help the air flow smoothly. This was defined by CFD testing, and after 10 different tests the best performing were taken into the wind tunnel. Scott was keen to keep this.
However, disc brakes are not aerodynamic, Scott admitted — on average you lose three watts — so Scott wanted to ensure performance from disc braking with the same aero performance of the rim version. Three watts equate to — according to Scott’s calculation — nine seconds over 40km at 48kph.
Scott widened the fork to hide the disc caliper behind the fork leg. Having a removable quick release on the thru-axle saves some more drag. Fairly large fins extend from the front fork too.
The upshot is that Scott claims that this bike is as aerodynamic as its rimbrake version.
The totally new fork is one-piecemoulded carbon as opposed to the forks with bonded dropouts that were specced on previous Scotts. This saves a little bit of weight and adds more strength. It is a little bit bulkier than the rim-brake version to handle the braking forces of the discs.
The chainstays are the other difference from the rim-brake version: they benefit from beefier tubing to handle the different braking stresses, have a slightly different shape to those of the rim-brake model and are 5mm longer at 410mm.
Impressively, Scott has managed to keep the system weight down: it is just 40 grams heavier than its rim-brake stablemate. The disc fork adds a mere 15g compared to the rim-brake fork and the disc-chainstay frame only adds 25 grams compared with the rim version. This means the total weight for a 56cm frameset is under the 1kg mark at 985 grams.
A top-end build of the new Scott Foil will come in at around 7.2kg for a 56cm frame.
It is claimed that the new bike is as stiff as the previous Foil. Around the BB and head tube it is the same, though due to the bulkiness of the fork, stiffness actually increases a little bit up front.
With layup techniques and using different tube shapes — like the slender head tube and seat tube — small amounts of flex are engineered in. The new Foil
also uses the same lowered rear seatstay design we now see on all of the BMC and Specialized frames to ensure comfort and compliance without compromising other characteristics of the frame.
With 28mm tyres — there’s clearance for 30mm — you’ll be able to find some comfort here too.
The new Foil has some nice details throughout the frameset. It has followed the usual thru-axle format (100×12mm front 142x12mm rear axle). However, it uses a 1.5mm pitch (standard is 1mm), with more pitch meaning fewer turns to remove the axle for faster wheel changes — a nice idea.
Another nice touch is the rear wheel guide: both sides of the frame have small grooves to catch the hub ends, helping quicker wheel changes during races.
The new bike will hopefully be raced — barring UCI stoppages — by a few riders of Orica-scott at the Tour of Britain.
Aero-foil: canny construction has yielded optimum aerodynamics
Disc brakes add a new level of control