Liv has announced the release of its new Devote Advanced SL gravel bike, launched alongside the Giant Revolt Advanced SL, with both bikes sporting a new lighter construction, new aerodynamic focus, and revised race-focused geometry. Like the Revolt, Liv's new women's gravel bike gets new Cadex gravel wheels and tyres also launched today, contributing to a complete bike thats Livs fastest ever drop-bar off-roader. The Devote Advanced SL was developed with input from Liv Racing Collective privateers Tessa Neefjes and Melisa Rollins, who compete at the highest level of gravel racing. Melisa Rollins and Tessa Neefjes testing out prototypes of the Devote Advanced SL. Liv Cycling According to Ludi Scholz, Liv's gravel and off-road category manager: Tessa and Melisas direct feedback informed the bikes handling characteristics, efficiency targets, tire optimisation and overall race performance priorities. The demands of the sport are higher than ever, and riders are asking more from their equipment. The new Devote Advanced SL reflects that shift. Its our fastest, lightest, and most race-focused gravel platform yet, developed alongside the athletes pushing the sport forward. "It changes what's possible in every race situation" new Giant Revolt Advanced SL is 'lightest and fastest gravel bike ever' Cadex's new Max CXR gravel wheels weigh only 1,320g and are paired with 'aero' tyres Lightened with improved aero A lower front end and a longer reach. Liv Cycling For the first time, the Devote has been made using the Advanced SL carbon construction methods of parent company Giant. That means the same in-house woven carbon and nanotech resins as used on Giant and Livs WorldTour-level bikes. The Devote shares the same Cadex GXR wheel/tyre system as used on the new Giant Revolt Advanced SL 0. Similarly, Liv claims the redesigned frameset combined with the wheels makes for a 25% improvement in the ratio of pedalling stiffness to weight. There's also a 38.5% improvement in handling stiffness to weight. The Devote Advanced SL 0 weighs 4,223g, including the frameset, Cadex Max GXR wheels, Liv Contact SLR XR Integrated Handlebar and Cadex GXR 45mm race tyres. That's 297g lighter than Liv's previous flagship Devote Advanced Pro, despite its wider 45mm race tyres. Tyre clearance is up to 53mm on the Devote Advanced SL. Liv Cycling The aerodynamic improvements are a result of using the Liv/Giant AeroSystem shaping for the frame tubes, fork and cockpit the same design protocols as seen on bikes such as the pro-tour proven EnviLiv and Giant Propel. Liv says its own wind-tunnel testing against the Devote Advanced Pro confirms total system savings of 20.03 watts using rider positions matched to the intended geometry and riding style of each platform. The Devote Advanced Pro has a more upright all-road gravel position, while the Devote Advanced SL has a new race-focused riding position developed around a lower stack, longer reach and a more aggressive front-end setup. Riding to Georgia Liv's Georgia mannequin was used to develop the new Devote Advanced SL. Liv Cycling Liv has also developed 'Georgia', a next-generation wind-tunnel mannequin created using the body dimensions of Liv AlUla Jayco athlete Georgia Baker for reference. The modular 3D-printed mannequin has realistic torso shaping and dynamic adjustability to the ride position. Liv says this more accurately reflects how women sustain speed across rough terrain and over long gravel race distances. Liv says this means that through its testing process it has been able to optimise rider efficiency across realistic gravel race positions and conditions. Race-optimised geometry The new Devote Advanced SL 0 is Liv's purest gravel race bike to date. Liv Cycling Unlike the Devote Advanced Pro, the new SL has new race-ready geometry in the form of lower stack, longer reach, and both a steeper head angle and shorter trail. The longer front-centre brings a much more aggressive ride position and more precise steering. Liv says the new design is optimised around 45mm gravel tyres, yet has clearance for up to 53mm widths, which provides the best balance of rolling speed, grip, and handling on unpredictable terrain. The range-topping Liv Devote Advanced SL 0. Liv Cycling Liv Devote Advanced SL pricing and spec details The new Devote Advanced SL is available in XS, S, M and L, with three models and a frameset option. Liv Devote Advanced SL 0 (SRAM RED XPLR AXS with power meter, Cadex Max GXR wheelset, Contact SLR XR seatpost/cockpit): 9,999 / $12,000 / 9,999 / CA$15,999 / AU$13,999 Liv Devote Advanced SL 1 (SRAM Force XPLR AXS with power meter, Giant CXR 0 wheelset, Contact SLR XR seatpost/cockpit): 6,999 / $8,000 / 7,499 / CA$10,299 /AU$9,999 Liv Devote Advanced SL 2 (SRAM Rival XPLR AXS with power meter), Giant CXR 0 wheelset, Contact SLR XR seat post/cockpit): 5,499 / $7,300 / 6,600 / CAD$8,999 /AU$8,999 Liv Devote Advanced SL frameset: 3,899 / CA$5,899 / 3,900

The Specialized Tarmac has been the go-to road bike for road racers for years (minus the short-lived Venge period). It absorbed the aero personality of the Venge in the SL7 iteration, and embraced the do-it-all attitude of the modern road bike in the SL8. After spending time on the Tarmac SL9, I can say without a doubt, it is the clearest vision of a performance road bike from Specialized, and thats no accident.(Photo/Jordan Villella)(Photo/Jordan Villella)But how far can you push a single model before it becomes unrecognizable or alienates its core audience? Specialized has walked this line with nearly every key bike release this year, and its been a big year for the Big S. Theyve launched new versions of nearly every pillar bike in their catalog. Each has given the rider a clearer vision of the bike and its performance, while keeping the bikes core identity intact. OK maybe the Crux 5 took a left turn into full-on aero-gravel, but you go where the money is, and as much as I wanna admit it, cyclocross isnt pushing tech and purchasing like gravel is. But I digress.(Photo/Jordan Villella)One Rule: Dont Mess It UpThat sounds simple: keep the model aligned with what attracted riders to it in the first place, but times are changing, and so are bikes. Every new Tarmac has to be lighter, faster, stiffer, smoother, more aero, more comfortable, and somehow not ruin the ride that made people like the last one. (Photo/Jordan Villella)The new S-Works Tarmac SL9 is Specializeds latest answer to that impossible brief. On paper, the bike is more aero than the SL8, and built around Specializeds new favorite performance phrase: Time to Finish. Its also more compliant and adds only 2g despite its newer, more aero-shaping. Above all, it thankfully looks very much like a Tarmac.I was lucky enough to get some time on the S-Works Tarmac SL9 with a SRAM RED build before the official launch, and though our time has been brief, the performance stands out.(Photo/Specialized) Specialized Tarmac SL9 First Impressions First off, if youre looking for all the ins and outs of the tech and details of the new Tarmac SL9, check out our news piece here. This piece will cover my first impressions of the ride on the Tarmac SL9, but not all the tech crammed into the bike.(Photo/Specialized) Frame Details The Specialized SL9 has a clean silhouette, and the design team steers clear of over-aero-brutalizing the frame. Nothing is worse than seeing an update of a bike you loved only to be hammered over the head with an over-engineered windsail. The Tarmac SL9 keeps the core frame look of the SL8, but its more of an evolution than a redesign.Ok, its great that the frame looks good, but how does it ride, and, more importantly, will it be enough to entice riders away from their beloved SL8?(Photo/Specialized) Ride Impressions My first time out with the Tarmac SL9 was on the unfamiliar roads around the Costa Brava in Spain. The roads are flowing, with plenty of mountain-pass-style climbing and descending, perfect for getting to know a new bike in testing.Ive been riding the Tarmac SL8 for some time, and I feel very aligned with the machine. Like, when youve ridden a bike so much that handling feels more like an extension of your body. I was afraid that the new Tarmac SL9 would take that away, or at the very least, over-index on the aero-super-bike thing. Kinda like how they took the Crux to aero-gravel heights. (Photo/Specialized) Like Home In the first few minutes of my first ride with the Tarmac SL9, I felt at home. Not like, this is exactly like the SL8 I have at home, but like a I could get used to this feeling. Kinda like all the inputs were turned up slightly. The acceleration, the stiffness climbing, and the control descending. All of it made me want to push the bike faster and further into the red. Riding in Costa Brava offers beautiful landscapes and twisting, high-speed descents. I feel right at home on the SL8 railing down familiar roads and descents around the USA. However, descending in Europe, on coastal mountain roads, is different. The turns come fast, the roads are narrow, and they have an odd way of tightening at random apexes. On one review ride, I found myself alone plummeting down one of these high-speed passes. I was met with a barrage of chicane and tight turns. I learned a lot about the new Tarmac SL9 while trading pulls with Specialized Director of Road, Alex Jerome. (Photo/Specialized) I felt like I had an extra second of processing to pull myself out of peril; more clearly, I wasnt fighting the bike. It wasnt telepathic, but I felt confident in my reflexes at that point, more than I felt on road machines that I know better.The SL9 felt stiff and powerful in the turns, especially when leaning and accelerating out of turns. Everything felt a bit more on the nose than with my SL8. The handling (which Specialized calls telepathic) is very much like the SL8.(Photo/Specialized) How About Climbing?The SL9 still has that familiar Tarmac snap. Stand up, put a little anger into the pedals, and the bike moves immediately. But sit down and churn out the watts, and the bike feels stable, responsive, and, all the while, comfortable. Being comfortable on a performance bike is commonly overlooked, but when you find one that walks the comfort/performance line, you know it. The SL9 is damn near every bit as comfortable as the SL8, with a leaning toward slightly more, but a flashy paint job can play tricks on the mind.Thats comfort been the calling card of the modern Tarmac platform, and Specialized wisely didnt mess with it too much.(Photo/Specialized) The SL9 is claimed to hit the same stiffness and compliance targets as the SL8, which sounds like marketing until you ride it back-to-back with the previous bike. The new bike has more shape, more aero intent, and a slightly more serious visual presence, but the ride is still clean and familiar. (Photo/Specialized) Climbing Weight? So, the new Speicalized Tarmac isnt lighter, its actually 2 g heavier. But, as Specialized explained at the launch of the new Evade 4 helmet, weight isnt everything. For the helmet, they didnt chase weight; they chased aerodynamics and cooling all to make the rider perform better. The Tarmac SL9 operates similarly. Yeah, the bikes not lighter, but damn if it doesnt feel really good on the climbs. Because uphill performance isnt just a weight-only thing (or at least thats what I keep telling my bathroom scale), its a combination of metrics.(Photo/Specialized) On the rolling-in-the-saddle climbing efforts, the Tarmac feels planted and responsive. The bike moves with minimal input, thanks to the Roval Rapide CLX III wheels. Because the frame is only a part of the equation, bikes are systems now, and the overall performance is a better representation than the frame alone.On a climb where youre giving it the business, steep, all-out sprinting efforts, is when you notice the slight difference from the SL8. The updated frame has a stiffer, more direct feel, a more connected feel to the bike.(Photo/Specialized) Aero Gains Feel Calm No DramaSpecialized says the SL9 is 4 watts faster than the SL8 at 45kph, which is the kind of number that sounds both impressive and impossible to feel unless youre riding with a superhuman wind perception. But the ride sensation is there, just not in a cartoonish I suddenly gained 30 watts way, but a it feels faster way. Maybe its all the small things, but there is a calmness when youre high-speeding on the SL9. At speed, around 35-40kph, the SL9 feels composed. The front end is quiet, and getting in a nice aero position is effortless. The bike holds momentum well, especially on rolling terrain where youre moving between seated pressure, short rises, and fast descents. Theres a smoothness to the way it carries speed that feels more meaningful than a single wattage claim.(Photo/Specialized) The revised front end is a big part of that. Specialized narrowed the head tube with its updated Speed Sniffer shape, and the stout fork adds to the sensation. The result is a front end that looks cleaner and more purposeful, but on the road, the bigger story is how planted it feels at speed.Some aero bikes feel like they want you to stay low, stay straight, and avoid too many turns. The SL9 doesnt. It feels fast, but you can still ride it like a road bike.(Photo/Specialized) SRAM RED Is The Right MatchMost, if not all, of my drop-bar bikes are SRAM; it didnt start that way, but it seems the industry tide turned slightly, and this is where we are. The SRAM Red E1 is one of my favorite groupsets in memory. I love the lever feel, the braking, the ease of battery swapping/charging, and the power meter. The S-Works Tarmac SL9 comes in a Shimano Dura Ace Di2 version, but if I was offered my choice of the two to test (which I was), I would choose the SRAM version. The SRAM RED Quarq power meter is a big checkmark in the SRAM builds column, but the same goes for the brake lever placement, feel, and ergonomics. The shifting is crisp, and troubleshooting small imperfections in the indexing is easy to do while on the bikeYeah, the SRAM RED groupset has some faults, especially with lever slippage with certain bar combinations (especially on gravel). However, that seems to be coming to an end, especially now that Ive been put on theMotorex Carbon Paste (thanks, Steve K).Hopefully well see a new road groupset from Shimano sooner rather than later, because as of right now, SRAM is dropping them on new bike specs. Overall, the full build feels properly top-shelf, which it should. This is S-Works territory. The expectations are high, and so farmet. (Photo/Specialized)What About the SL8?The Tarmac SL8 is still excellent, and its kinda hard just to leave it in the wake of the new SL9 dropping. It reminds me of the Epic 9, and suddenly were supposed to abandon this awesome bike we have in the short-lived Epic 8.The SL8 didnt suddenly become slow because Specialized found four more watts and put a fin on the back of the new one. If you own an SL8, theres no reason to walk into the garage and apologize to it. But the SL9 does feel more complete at speed. The front end feels calmer, and it carries momentum beautifully. It climbs like a lightweight race bike and descends like a gutsy one. Its not a giant leap, but the SL9 is slightly more refined, and at this level, refinements are the whole game.(Photo/Specialized) Lasting ImpressionsThe S-Works Tarmac SL9 SRAM RED is exactly what youd expect from Specialized when its operating in full race-bike mode. It is undeniably a Tarmac, and Tarmac lovers will know that from the first ride. Is it wildly better than the SL8? No. Its gonna be pretty hard for Specialized to compete with the already great bike that they have. Is the SL9 faster, more refined, and more complete? From a handful of rides, yes, but that doesnt mean its time to take your SL8 out to pasture. The SL8 is an awesome bike, and its nearly everything of the SL9, but if youre a gram chaser and a gain maxer, youre gonna want this bike. Price: I feel like this is obvious at this point, but the S-Works Tarmac SL9 is a performance road machine, designed for the top tier of the peloton. So yeah, it has a $14,500 price tag, and its kinda lame, but its exactly what wed expect. Hopefully this tech will come down in price soon, and more can experience the wonderful ride of this machine. Full review to come. Specialized.comThe post First Impressions: Specialized S-Works Tarmac SL9 appeared first on Bikerumor.

Henna Palosaari's latest video documents a three-day hut-to-hut bikepacking journey above the Arctic Circle in Finland, following a 150-mile route to the villages and remote huts of Kolari, connected by gravel roads and trails. Watch her 11-minute video and learn more about the route here...The post A Hut to Hut Bikepacking Trip in Finland (Video) appeared first on BIKEPACKING.com.

Wout van Aert will not be part of Team Visma | Lease a Bikes 2026 Tour de France squad. Neither will Christophe Laporte. For Jonas Vingegaard, that changes the shape of a yellow-jersey challenge that has so often relied on Vismas ability to control the race across almost every type of terrain. It...

Aero gains and weight savings are the order of the day for Giant's racy Revolt and Liv's Devote

After first peeking at the two prototype gravel bikes at Unbound Gravel, Giant and Liv have officially revealed that we all guessed correctly - the new Giant Revolt Advanced SL and the Liv Devote Advanced SL gravel bikes.It was a textbook move by the Taiwanese brand, which just two years ago pulled a similar stunt by strategically leaking a prototype of the current-generation Giant Revolt Advanced Pro ahead of its then official launch. As two of the best gravel bikes, the new models move away from the do-it-all adventure roots of previous generations, with both platforms completely reimagined with a single aim: unconditional race speed. Engineered as fully integrated, holistic speed systems rather than a collection of standalone parts, these new platforms claim to deliver large aerodynamic drag reductions, dramatic weight savings, and aggressive geometry tailored for demanding gravel races, and doing away with the gravel adventuring modus operandi of the previous models.While marketed to different audiences, these two elite platforms are cut from the same cloth. Built in the same specialised facilities, they share the same composite manufacturing processes designed to achieve weight savings and aerodynamic efficiency.Shared carbon architecture (Image credit: Liv Bikes/ Giant Bikes)Shared carbon architectureTo truly understand these bikes, you have to look at their identical underlying skeletons. Both the Revolt and Devote Advanced lines utilise Giant Bicycle Group's most proprietary high-modulus carbon resin. This shared advanced composite framework relies on a triad of manufacturing systems:Carbon Nanotube Technology (CNT): A resin blend that boasts strengthened microscopic bonds between fibre layers, aiming to improve impact resistance.Continuous Fibre Technology: The application of long, unbroken sheets of carbon fabric, which aim to eliminate overlapping joints, and therefore strip away dead weight while maximising structural strength.Precision Cold-Blade Cutting: Laser-precise, mechanical cutting of individual composite swatches, which claims to ensure a flawless, minimised layup with zero wasted material.Translating this industry jargon into plain English: both brands are using high-tech glue, longer carbon strands, and a much sharper knife to craft their frames. This carbon-equivalent aerospace-grade alloy allows engineers to strip away unnecessary material, ensuring both frames remain featherweight yet stiff enough for the highest echelons of racing. All in all, it's a relatively new, though not cheap, process for Giant Bicycles. (Image credit: Giant Bicycles )Translating shared tech to unique metricsBecause they share the same technological foundation, both bikes have achieved performance improvements over their predecessors.For the Giant Revolt Advanced SL, this system-engineered approach yields a complete bike that is claimed to be 288g lighter than the previous generation. The bare frame boasts a drop to a scant 839g (a 151g reduction), while its fork shaves down to 385g, saving a combined 176g on the chassis alone.Meanwhile, the Liv Devote Advanced SL uses the exact same layup process but with Liv's female-specific ergonomics. Optimised in the wind tunnel using "Georgia," its 3D-printed mannequin modelled after professional athlete Georgia Baker. Its core racing setup (frame, fork, wheels, and cockpit) tips the scales at a claimed 4,223g, cutting nearly 300g from the previous model.(Image credit: Liv Bikes )Integrated cockpits and progressive geometryThe similarities extend beyond the carbon sheets. Both platforms integrate their front ends to optimise stiffness. The flagship builds for both models utilise ultra-light integrated handlebars, the Contact SLR XR, which weighs a claimed scant 295g. They also share a major shift in progressive gravel geometry. Both the Revolt and Devote feature lower stack height, longer reach, steeper head tube angles and reduced fork trail. With the framesets more closely resembling road-faring bikes. Giant and Liv both say these reworked geometries deliver substantial aerodynamic savings, with the Giant Revolt boasting a claimed 18.99-watt advantage and the Liv Devote promising a massive 20.03-watt saving, both over the previous incarnations. Looking at the Revolt at a granular level, Giant says that total wind-tunnel testing confirms a 13.81W linear drag, 3.03W rolling resistance, plus rotating-wheel savings. Compared to the previous generation, the new Revolt SL has a lower frontal profile (557mm stack height vs 586mm), 10mm more reach (395mm reach vs 385mm), and a +1.0-degree seat tube angle (74.5 degrees vs 73.5 degrees).Sliding the microscope over the Liv Devote and the numbers are even more impressive. Taking advantage of 'Georgia', Liv's 3D-printed, fully adjustable mannequin modelled after the exact body dimensions of professional Liv AlUla Jayco athlete Georgia Baker, the brand claims to have optimised the Devote's AeroSystem Shaping to maximise real-world efficiency.The new Devote is much more aggressive. Across almost all sizes, with a lower Stack and a longer Reach. Taking a size medium, for example, the stack is now 17mm lower and 8mm longer than the outgoing model.To make it even more aggressive, the Devote comes specced with longer stems across the board (7090mm vs. the original 5080mm).It is slightly disengenous however, to claim that the full wattage saving comes from the geo alone, with Liv confessing that the two bikes were measured differently in the wind tunnel, with the original Devote configured in a more upright, traditional all-road position. Back to the joint launch statements, and both brands state that this reworking of the Revolt and Devote promise highly stable front-ends to achieve a composed ride feel, even on high-speed fire roads and in loose, unpredictable corners. Furthermore, they both offer a maximum 53mm of tyre clearance, giving racers total flexibility to adapt to changing course conditions.(Image credit: Giant Bikes)Mirrored wheelsystems While the heart of any bike is the frameset, it could be argued that the lungs are the wheels.It will come as no surprise by now that this is another shared platform for Liv and Giant. The top models, the Liv Devote and Revolt Advanced SL, use the brand new Cadex Max GRX Wheelsystem, which is a carbon 50mm hookless wheel with carbon spokes, fitted with Cadex GXR 45c tyres. The Giant Bicycles house-brand wheelsets were launched just a couple of weeks ago, with the Advanced SL models being the first to be specc'd with the wheel-tyre combo. The team behind Cadex say that the wheelset weighs just 1320g (1280g without valves and tape). Weight with the tyres is, as yet, an unknown quantity, despite the system-based approach, and the Cadex and Giant is quick to share stats such as the total aero drag reduction (linear + rotational) is now -15.96W and the total system resistance reduction saves 18.99W, both when compared to the previous Cades GX 40mm wheels. It's worth noting at this stage that the wheelset can also take up to 53mm tyres, which, according to Cadex, isn't the optimal set-up for speed, but I would say it could be for the gnarlier gravel. Purchased on their own, the Cadex GRX Wheelsystem is priced at $ 4000/3499, and the GRX tyre is $ 85/65 each. (Image credit: Liv Bikes)The Reality Check: old vs newWhen you look past the matching marketing claims - like Liv's "25% Better Pedalling" and "38.5% Better Handling" - the shared physical reality of these frames comes down to raw stiffness-to-weight efficiency. Making a frame harder and lighter means less energy is lost when you pedal. It doesn't mean 25% more speed; it means they cut weight and used a better carbon layup and resin than in previous iterations. Without some context, you'd think the previous models rode like wet spaghetti; However, understanding that Advance SLs that gain (or lose) these headline numbers are totally new bikes. The range name is about all they now share, so it feels very disengenous of both Liv and Giant to make any comparisons on improvements between old and new. To be honest, I suspect it's only down to the immense cost and time involved in registering and trademarking a new range that these new bikes fall under the Devote or Revolt umbrella at all. That's no shade on the brands for this naming-keepsake move; it's a cost that would have been passed down to end consumers, so it saves money in the right places. However, to try to wow us with the 'improvements' is pretty naughty. Will that stop me loving the new bikes - probably not. There aren't many Liv bikes I haven't wanted to keep forever, and I suspect the same for my colleagues with their thoughts on Giant; I can't see why either of these two gravel platforms would be any different. Specifications: models and prices I'll spare you the granular specification charts for both new bikes and every model in the range and share more on that when we have the bikes.But as a quick summary, the Advance SL tops the range, and both the Devote and the Revolt use the same SL-grade carbon for the frame and fork, Giant Contact SLR XR D-Fuse carbon seatpost, and, interestingly, the same Cadex Amp saddle.The Contact SLR XR integrated handlebars differ between the Liv and Giant brands, but only in size: Liv specifies slightly smaller cockpit dimensions depending on size; for example, on size-small bikes, the Liv Devote uses a 70x420mm setup, while the Giant Revolt scales up to 420mm.The other area that is matched, but not identical, is the SRAM Red cranksets. This time, both smalls run 165mm cranks with a powermeter as standard, but the 1x chainring on the small Devote is 42t, while the small Revolt again sizes up to 44t; both, however, get the same 13-speed 10x42 cassette. As expected, both top models run the flagship Cadex Max GRX wheelsystem mentioned above. Depending on the model, the bikes will cost between $7,300/ 5,499 and $12,000/ 10,000 for either the Liv Devote or Giant Revolt. We'll bring you more details about all the models and their specifics once the new bikes have landed with us, but in the meantime, both bikes will be available to purchase in the EU and UK only, while Giant's CEO still unpicks the import tangle. which is currently still enforced in the USA.

After months of spy shots and speculation, its here. The all-new Specialized Tarmac SL9 lands just before the Grand Depart of the Tour de France. Hopefully this new rocket will give Remco the extra boost he needs to stay with the GC contenders. But are the small changes enough for the Tarmac SL9to compete with the growing aero arsenal of World Tour super machines?(Photos/Jordan Villella)Specialized Tarmac SL9Specialized isnt calling the new Tarmac SL9 the lightest race bike (its actually 2g heavier than the SL8). It isnt calling it the most aero race bike, either. That would be too easy, and frankly, not very Specialized.Instead, the pitch is a little more interesting, but it still includes the words fastest ever. Because the S-Works Tarmac SL9 is the fastest road bike Specialized has ever made. Why?It claims to get a rider to the finish line sooner, faster than any other option tested.We all know that one bike might not be the fastest for every stage and every ride, but Specialized claims the new Tarmac SL9 could be just that. Not in a single wind tunnel pass or on a scale or one isolated number from a lab. The team used real race courses, with rider data, surface roughness, weather inputs, and other factors that make road racing variable and exciting.Time To Finish Specialized calls the metric Time to Finish, and the entire Tarmac SL9 was built around lowering it. This is the mantra of the Tarmac SL9, and youre gonna hear that phrase a lot over the coming weeks.On paper, the headline numbers for the new Tarmac SL9 are mixed: a 687g S-Works FACT 12r frame and complete builds starting at 6.5kg. Thats well and good but nothing more (weight-wise) than what Specialized boasted with the SL8. But youll soon notice that this launch isnt all about one number; its about the full picture.Aerodynamically, Specialized says the new Tarmac SL9 is 4 watts faster than the Tarmac SL8 at 45kph.With that claim, Specialized says the SL9 would have saved 14 seconds over the final 80km of the 2024 Tour de France Femmes final stage compared to the SL8. But theres much more to this bike than aero and weight numbers. Specializeds New Favorite EquationThe Tarmac SL9 was developed using what Specialized calls the Equation of Speed. The idea isnt totally new. Race teams in Formula One and sailing have been doing this kind of integrated performance modeling forever, but Specialized is applying it hard to road bikes (and gravel).Instead of chasing a single number (like CdA or weight), the equation pulls data from rider, bike, and route sources. That means all the data is on the table, and up for review (but in a good way). Take the rider input: rider power, rider mass, rider CdA. Then take bike input: weight, rolling resistance, system CdA, and mechanical efficiency. Then take the route profile, air density, wind speed, yaw angle, surface roughness, and gravity. All of that is fed into the model to predict the total elapsed time for a given course. It sounds like madness, but its very similar to what the team did for the updated Specialized Crux 5, and its working well.So, rather than saying, this frame saves X watts in a tunnel, Specialized is asking, does this bike actually get a rider across the line faster on the kind of courses that decide WorldTour races?Tour de France Femmes avec Zwift (Photo: Francesco Rachello / Tornanti.cc)The Tour de France Femmes SimulationSpecializeds most eye-catching example comes from the final stage of the 2024 Tour de France Femmes, where Demi Vollering launched an 80km effort that finished on Alpe dHuez. Vollering rode the Tarmac SL8 that day.Specialized ran the stage through its Equation of Speed model using the SL9s dataset. The result was a 14-second gain over the same section that race was decided by four seconds.That is exactly the sort of comparison bike brands love because it makes the new bike feel like the missing piece. Of course, race outcomes are not that clean. Tactics, legs, nutrition, weather, mistakes, flat tires and a hundred other things decide Grand Tours. But it does show where Specialized thinks the gains matter; when the course finally bites, or the rider is out there alone.World Tour team offerings for the SL9 (Photo/Jordan Villella)Speaking of CompetitionSpecialized also ran similar simulations covering other decisive courses and race segments. This includes Alpe dHuez, Lige-Bastogne-Lige-style terrain, future Worlds courses, Tour de France Femmes stages, and mountain attacks.In the results for one Tour de France-style Alpe dHuez attack simulation, Specialized lists the SL9 at 38:18, with the SL8 at +5.5 seconds, Cervlo S5 at +16.4, Colnago Y1RS at +18.2, and Factor ONE at +30.9.As always, those are Specializeds numbers, from Specializeds testing, via Specializeds model. Still, its interesting, and will for sure influence the way companies deliver faster than data down the line.(Photo/Jordan Villella)4 Watts Faster Than the SL8The Tarmac SL8 was already not exactly a brick in the wind. So finding another 4 watts at 45kph meant Specialized had to touch pretty much everything.The SL9 gets revised tube shaping across the frame, but not a preformative aero update. Specialized says every tube was re-sculpted with aero gains in mind while keeping weight in check. The company started with aero mules based on the SL8 (pictured above), bonding experimental shapes onto existing frames to test ideas before locking in the final SL9 package. The result is a frame that is fast, but you wont be embarrassed to stand next to it years down the line.Concept forks for the Specialized SL9 (Photo/Jordan Villella)Offset SteererThe more obvious changes are up front. Specializeds Speed Sniffer head tube is now narrower, and reduces frontal area by 10 percent. To make that happen, Specialized had to deal with the space normally used for internal routing. The fix is a new (and totally wild) Offset Steerer design (patent pending). This new design routes the rear brake hose along the right side of the steerer, making for cleaner routing That may sound like a pretty wild idea just to narrow the front end, but modern superbikes are built on tiny gains. Especially when every millimeter of the front end is fighting for air.Frame In the Flow StateThe Tarmac SL9 is a combination of small wins cleanly distributed across the updated frame. The most notable change for SL8 riders (visually) is the updated Flow Fork. The updated fork flows into the dropped downtube for a very eye-catching, nearly tire-buzzing, slippery front end.But its not just front-end changes; the rear of the bike is shaped around something Specialized learned from race data. Breakaway riders often carry one bottle, not two. So the rear of the Tarmac SL9 takes that information into account and is designed around it. The most noticeable rear-aero detail on the SL9 may be the Win Fin (like the Win-Tunnel get it?). Its the new secret weapon at the rear of the bike, designed around the airflow simulation of a rider in a winning move with one bottle on the bike.Because the Tarmac SL9 is meant to be fast at the moments it needs to make the difference. For most, that moment happens when its mano a mano or a rider vs the course, not sitting in the group, but still fast.0.5 Watts Savings Seriously, though, try to think of a pro race finish (on TV) that had racers with two bottles. None right? They usually have a follow car for feeds, or throw the extra bottle at a trash zone before the fireworks start. Either way, having one bottle changes airflow surrounding the seat tube and rear triangle compared with the standard two-bottle wind tunnel setup. So Specialized redesigned the rear of the bike around that one-bottle racing configuration and says the Win Fin saves 0.5 watts.Is half a watt going to make you suddenly ride away from your local group ride? No. Will riding with two bottles slow you down? Maybe? I dont work at Specialized but Im guessing no.But, could half a watt matter in a WorldTour breakaway after four hours of racing? Thats the argument. And given the way modern road bikes are being developed now, half a watt is enough for an engineer to defend a strange little frame feature.Theyve also updated the seatpost. The design is strikingly similar to the SL8 (basically the same thing), but now with an updated, aerodynamically slimmed upper portion. Specialized claims that the thinned-out design flows more smoothly and significantly enhances the aerodynamic performance of the entire frame, without sacrificing compliance.Plus, if youre looking for some free aero gains for your SL8 this updated S-Works Rapide will fit your frame, but it will cost ya.Moving Legs So Big Right NowSpecialized is also leaning heavily on its sixth-generation Moving Leg Mannequin for the SL9 development story. It seems that every major bike brand is updating their internal mannequins for more dynamic aero testing. Because the more realistic the testing environment, the better the data. Before dynamic mannequins, most used static mannequin testing, leg-only testing, or bike-only tunnel runs. But just try to get a rider to replicate the same pedaling style for hours on the bike, and youll end up with a short list of volunteers and lots of variable, unusable data.Specializeds updated system uses a full-body mannequin based on a real rider scan, and yes, like many others these days, it pedals.How precise are these mannequins?The mannequin is supported by a strut system rather than by the hands. Specialized aero experts can adjust bar width and bike setup without accidentally measuring changes in rider support instead of bike drag. A laser projection system helps place the mannequin in the same position relative to the bottom bracket each time a bike is swapped, maintaining a super-accurate setup that can be replicated over and over. Specialized says even a half-centimeter change in mannequin position can create a larger drag difference than swapping the bike underneath it. Accuracy is everything.A super lightweight single-ring concept build from the Tarmac launch weighing in at 6.14kg (Photo/Jordan Villella)Same-ish WeightFor all the aero work, Specialized is still very much selling the Tarmac as the do-everything race bike. That means the SL9 had to stay light enough to climb, or at the very least, not gain any weight.The claimed weight of the S-Works FACT 12r frame is 687g, meaning that it gained 2g. But much like the Evade 4 helmet, its not the weight that matters; its the overall performance.Specialized says this comes from its Flow State Design, an approach first used on the Aethos 2. The basic idea is that shape carries load, not just material. Specialized says its engineers studied how frames flex under load, then used that data to tune tube shapes so the frame could hit stiffness, strength, and ride targets with fewer carbon layers. Fewer layers mean less weight, and a better overall ride experience for the rider.Would that make the frame delicate? No, actually, in Specialized internal testing, the 687g frame withstands more than 100,000 cycles at 2,377 watts. In Specialized testing, a load is said to be equivalent to 170mm cranks turning at 100rpm.Why doesnt it look more aero? Specialized says the Flow State Design approach creates a frame that performs well across a battery of tests and looks like a bike you wanna ride. Theres a lot of performative aero in the cycling world, and that can lead to unsightly frames that ride like an acrylic guitar sounds like crap.Same SL8 Ride TargetsOne of the bigger concerns with every new aero-shaped race bike is whether it rides like a bike people want to ride, not just race. Specialized says the SL9 hits the same stiffness and compliance targets as the SL8, despite the deeper tube shaping and aero updates.Thats 100% the right move in my opinion. The SL8 already had a strong reputation for being sharp without feeling dead, and Specialized didnt need to reinvent the handling package just to make the next bike look new.Tarmac SL9 GeomteryThe SL9 keeps Specializeds Rider-First Engineered approach with size-specific carbon layups ranging from 44cm through 61cm.That means riders should have the same ride experience and sensations, no matter what the frame size; one does not ride better than the other. Geometry remains full-race Tarmac: short rear end, quick handling (more on that in my ride review), and the same general fit story Tarmac SL8 riders already know. Chainstays are 410mm across all sizes, so all riders get the same ride feel.Specialized describes the ride as telepathic, which is one of those bike-industry words that should maybe be limited to three uses per decade. But it handles really well, especially when youre bombing down unknown mountain passes in a country thats foreign to you but more on this in my ride review here.S-Works Tarmac SL9 Models and PricingThe S-Works Tarmac SL9 launches in two halo-level builds: one with SRAM RED AXS and one with Shimano Dura-Ace Di2. Both come with the same finishing kit starting with a Ceramic Speed bottom bracket and headset. The wheels are Roval Rapide CLX III with carbon spokes, Ceramic Speed bearings, and Specialized Cotton TLR tires wrapped in 30mm. The cockpit is the Roval Rapide one-piece carbon offering. S-Works Tarmac SL9 AXS comes in at $14,000 USD, 13,999, 11,999, and AU$21,500.S-Works Tarmac SL9 Di2 is slightly less in the U.S. at $13,500 USD, while European and UK pricing stays the same at 13,999 and 11,999. Australian pricing lands at AU$20,500.Specialized.comThe post Specialized Tarmac SL9 Drops Just In Time For The Tour de France appeared first on Bikerumor.

Ergon had a few upcoming products on display at Eurobike over the weekend, and the new Ergon GMS grips caught our eye, which are set to replace the popular GA3 grips this fall. Get the full scoop here...The post Coming Soon: Ergon GMS Grips to Replace GA3 appeared first on BIKEPACKING.com.