The disc version handles even better, is more stable, and is even faster
dropped the position of the seatstays yet further while adding a hidden clamp on the underside of the top tube, exposing an extra 20% of the seatpost to flex. So it’s a case of job-well-done backslapping all round, then? Not quite.
It has become an awful cliché, but to go fast you need to be able to stop. On a twisty road or descent a bike is really only as fast as its brakes are effective, and in this aspect the Teammachine suffers. The brakes are direct mount, but since Sram doesn’t make direct mount callipers, and never the competitors’ groupsets shall meet, BMC has specced TRP callipers. Sadly they’re just not as good as Shimano’s alternative, with a large amount of visible flex in the arms. And to make matters worse, the DT Swiss wheels’ braking surface is not the best. As such, I would recommend anyone buying the SLR01 should consider getting hold of some alternative callipers. Or, even better, look into the disc version of the Teammachine.
In all other respects the SLR01 Disc is identical, as BMC wanted its pros to be able to swap between disc and rim brake bikes without noticing a change in fit and handling. But its ace is without doubt those discs. Braking on the disc version is superior to this one in every way, and the knock-on effect is a bike that handles even better, is even more assured and stable, and is even faster. It is hands down a better bike, which is saying something, as this one is very, very good.
It’s a shame that Sram doesn’t provide any directmount stopping power. Perhaps one day it will. But until then, and at the risk of being decried as a heathen, I’d look to spec some Dura-ace direct-mount callipers if Sram etap is your thing. Or look at the Dura-ace Di2, Mavic Cosmic-wheeled version of this bike. Or just prepare yourself for the occasional bit of whiteknuckle braking.
CHAINSTAYS The frameset is superbly stiff and responsive, reacting to the smallest of pedalling inputs or shifts in bodyweight. Key to this is asymmetric chainstays, where the non-driveside is chunkier and positioned somewhat lower than the driveside to better cope with the torsional forces associated with pedalling.