Does the TCR concept still cut it?
Rupert Radley rides the latest incarnation of a classic race machine
While many bike brands’ frame designs have changed radically over the years, there’s one that hasn’t: the Giant TCR. Back in the mid-1990s it disrupted the status quo, bringing mountain bike-style sloping geometry to the road.
Since then, you’d be hard pushed to find a top-end carbon-fibre race bike with a top tube that doesn’t slope to some extent, although the TCR remains the most radically angled.
Since the 1990s, the bike has undergone many iterations, which have seen a number of changes, including updated tubing shapes and different bottom bracket sizes, but the TCR’S iconic compact frame triangle has remained at the bike’s core from the very first model and that continues through to this latest update.
Stiffer, lighter and more aero
Although the modern bike is similar to the original in looks, much of Giant’s considerable R&D time and money was spent giving the new bike an aerodynamic facelift without radically altering its shape.
The frame now features flat-back tubing profiles across the front end, including its head tube and forks, as well as elliptical tubing elsewhere. These are learnings from the Propel that Giant claims makes the TCR seven to eight watts faster than the previous model.
Considering that dropped seatstays have consistently formed part of the narrative around making lightweight bikes more aerodynamic, it’s unusual not to see them front and centre on the new TCR. However, the bike’s sloping top tube effectively hides them; if it was the same angle as on other bikes, the stays would be dropped. Either way, I’m pleased to see a brand recognising its iconic frame rather than pursuing something that might be considered more ‘modern’.
Besides, Giant was keen to stress it could still provide enormous benefits without needing to change the TCR’S iconic shape. Many of these were in the bike’s manufacturing process, including a new robotic layup assembly that allowed the carbon to be placed in an ultra-precise way, as well as a new Thinline finishing technology that meant it could cut 65g of weight in paint on this top-end model. In total, the bike weighs in at a svelte 6.6kg, which puts it comfortably in the superbike weight category.
Measure twice, cut once
At the top end, Giant has continued its one-piece frame and seatpost design that boosts the bike’s stiffness. It does mean that you need to be confident in your bike-fit because, as anyone who’s messed up with the hacksaw can attest, once you’ve cut there’s no going back. The bike fits fine but I can see the added stress of cutting it putting off potential buyers.
To paraphrase legendary bike fitter Phil Burt, bike-fit is not a set of specific
coordinates but more a window – where exactly you sit in your ideal window will vary depending upon your condition (flexibility and strength) at any given time – and these factors change throughout your life. Your bike-fit might stay the same for a few years, but in the long term you’ll want some shuffle-room.
Giant now offers different-length seat clamps with the bike so you can fine-tune your fit, but this only allows for either 25 or 45mm of movement, depending on which clamp you choose.
Grin-inducing speed
All of the adaptations and changes have given the Giant TCR Advanced SL 0 Disc a ride quality more akin to an aero bike than a modern lightweight machine. The frame is uncompromisingly stiff – stiffer than competitors that I’ve ridden such as the S-works Tarmac SL6.
However, the TCR’S frame also doesn’t benefit from the same numbing effect as the Tarmac and the result is that it feels much more coarse and rigid to ride. You’ll feel the bumps and buzz of the road – hitting potholes is particularly ache-inducing and over long distances these small hits start to build up.
The bike’s stiffness does translate into immediate speed, though, and the blistering pace it affords is grin-inducing. The combination of smaller frame triangles, larger tubing shapes and high-modulus carbon means that forward momentum comes with such ease on the TCR that you catch yourself sprinting everywhere. It feels incredibly efficient and on one 120km ride I was able to average a pace of 28kph despite the hilly route – that’s faster than similar attempts on the same loop, mostly because I just felt I was able to aboard the TCR.
On the whole the bike’s handling was precise – the Overdrive steerer boosts the front end’s stiffness and makes it receptive to minute adjustments of direction. Occasionally, though, when travelling along the flat at speed, I experienced a small amount of speed wobble. It usually presented itself when I got out of the saddle for a quick push to climb a rise or to stretch my legs. I suspect that this has something to do with how the bike’s light weight interacts with my shifts in position while riding but it’s not something I’ve experienced on other race bikes.
Cadex wheels and parts
The Giant TCR Advanced SL 0 Disc runs on a set of its sister company’s Cadex 42mm Disc wheels, which are new with this bike.
They’re hookless, which means that they’re only compatible with a tubeless tyre and aren’t for use with clinchers – the lower weight and slimmer profile outweigh the loss of versatility, according to Giant. As is the case with all of Giant’s carbon bikes, the TCR Advanced SL 0 Disc ships with tubeless tyres set up and ready to go.
It’s not unusual for a top-end bicycle to ship with its sister company’s wheels and, if anything, Giant’s latest Cadex wheels are something of a flex from the global giant. They’re 42mm deep and use a new carbon composite. They feature crossed spokes of different lengths and tensions to reduce flex and Giant even made the hubs in its own factory, although, unlike competitors from Roval, they don’t ship with ceramic bearings but steel ones.
We’ve been impressed with Giant’s in-house wheel range and that looks set to continue with these Cadex offerings that rolled comfortably above 32kph, completing the efficient package that is the TCR.
Outside of Cadex and Giant, which spec every other part of the bike, is SRAM’S Red etap AXS groupset. The 48/35 chainring, which is a 52/36 Shimano equivalent, partners really well with the extended range on the cassette and I found it to be easier on the legs than Shimano’s counterparts. The bike also comes with a Quarq power meter, which has been superb for the duration of my testing.
VERDICT
Is this the bike for me and the type of riding I do? Honestly, no. It’s a really impressive out-and-out race bike: lightning quick, incredibly efficient and guaranteed to leave you grinning at its raw speed. But it’s also less comfortable over 100km than many other top-end bikes I’ve tested and features a fixed seatpost that I don’t think any number of bike-fits would leave me feeling comfortable about.
However, Giant’s new TCR range is extensive and you could get up a TCR Advanced Pro 0 Disc for £4,599 with Shimano Ultegra Di2 and an adjustable seatpost. I’ll be looking to test one asap, so watch this space for updates.