Note: This post was originally uploaded in 2016. However, all comments remain just as valid for the 2018 TCR Advanced SL 0 rim brake version (the frame is unchanged, the Dura Ace group set has been upgraded by Shimano since, but the TCR has essentially remained unchanged since). Of course, the Giant Propel has been radically upgraded since this review and the then top of the line Giant TCX Advanced 0 bike has been downgraded in terms of specification via Giant’s latest iterations of that brilliant design.
I appreciate Giant’s conundrum over how to market its new 2016 TCR Advanced SL (and all the other bikes descending down that range). It’s a busy market out there with lots of similarly focused and at least equally race pedigreed offerings pitched at serious to enthusiastic road cyclists. They could do what others do and simply pitch a perfect correlation between podium wins and the winning character of the bike. But we canny roadies know that much of that pedigree is related to how furiously each maker sponsors pro-teams to ride their bikes. If you provide bikes to a bunch of teams (like Specialized does), you’re bound to come up with a winner now and then through which to endorse your bike. Colnago and Pinarello certainly flog that line a lot to sell their bikes. A maker might also attempt to go all scientifically objective and measure the qualities of their own bikes over others. Which is what Giant is trying with its new TCR via a new ’stiffness to weight ratio’ comparative test across a range of competitors bikes. Naturally, the TCR comes out on top. But that test, though no doubt fascinating, is not going to convince me to hand over my cash. Bike decision making is always more complicated than simply going for some kind of quantitative score. Actually, bike decision making is a wonderfully deep wallow in subjectivity. I’m always impressed by how many choices are made just on maker’s ‘reputation’ (like Colnago) or even just on appearance alone (it’s stunning to me how many people did NOT choose a Merida Scultura SL because of its eccentric lime green paint scheme…despite the abject brilliance of its engineering design). I am perpetually bemused by folk who proclaim Specialised over all others, despite rarely knowing what those ‘others’ are actually like. Bianchi ’nuts’ are as crazy as they come, in this regard (anything as long as it is in Celeste…). And why, would anyone necessarily choose a Dogma F8 just because Chris Froom is paid to ride one? But they do and the waiting list is at 3 months right now.
I am wondering if there really is any kind of objectivity that can be applied to the choice of one road bike over another. Or is it all a bit more like choosing art? Or is it both art and science with a bit of religion thrown in?
I’d really like to make a big statement about this new 2016 TCR, because it is worth making a statement about. As I don’t think measurement is the answer, I think I’ll couch my review in terms of Zen. Which is a bit different I guess, so I will need a bit of space to explain myself.
Let’s start with the conclusion. This major 2016 upgrade to the Giant TCR Advanced SL is a big event for pro-tour level road bike tech. This latest TCR is the best yet of that line and is, via the convolutions of the probably eccentric and definitely unusual reasoning outlined below, the best road bike I have ever known and possibly less arguably than you might think, the best road bike ever made.
It’s very un-zen to explain Zen. As the old Zen precept goes: those who know don’t say and those who say don’t know. All of which neatly avoides the necessity to clearly define the central theme of this review: that the one core characteristic of road cycling that appeals most to me is it’s ‘zen character’. Given the ‘aesthetic obscurantism’ of Zen, I can give myself licence to simply say that, for me, there is something deeply compelling, and very ‘Zen’, about a machine that works as well as it looks. Which is the old form meets function deal that rather goes missing for so many contraptions these days. Going even deeper, the ‘Zen perfection’ of something like a bicycle happens when you just ‘know’ that a design is right simply from looking it over. This does not happen all that often! Most bikes miss that wonderfully hard to describe mark to the degree that a test ride is required to confirm any convictions to performance you might have assumed. But there are some bikes, some rare bikes, that simply speak the perfection of Zen without the need to prove or test. It’s a ‘yes’ aesthetic. Like I said, these philosophical-aesthetic notions are hard to describe and that is the point. Of the 20 road bikes I have formally tested over the past 20 years, this hammer blow of obvious perfection has only happened to me four times: the first was for my Vitus 979 aluminium racing bike from 1985. The next was for my Wilier Zero.7. And the third was for my Giant TCR Advanced SL from 2012 (the Rabobank team edition). And the fourth was the new TCR.
One aspect of this self-evident bicycle perfection thing is that there can be no kind of engineering compromise in evidence in terms of inferior bike components or any pandering to current trends just for the sake of pandering. Putting it another way, a bike can only reach this peak when it is pretty obvious that no economist or marketer has had any kind of fiddle with the design. Ever. A GREAT bike is a pure statement of engineering perfection. The purity of that statement is a big part of the Zen aesthetic I am talking about. For instance, I reckon that any bike that comes with road disk brakes is going to scream the interference of marketers in a bike’s design. So too is the offer of a top end frame dragged down by cruddy wheels, or other components stripped of performance in order to meet some predetermined lower pricing point. Which is not necessarily to imply that a GREAT bike must be expensive and out of reach. Actually, if a bike can escape the baggage of price point compromise, avoid pandering to ‘marketing trends’ and still come out more affordably than others on the market, that’s a boost to its overall character of ‘the perfection of Zen’. Which also implies that if a bike is offered at an astronomical price (like the Wilier Zero.7 at $16,500!), it really, really needs to deliver on the engineering side to meet the mark. All that Campagnolo Super Record EPS on the Wilier must be seriously, seriously good to justify that price over, say, the similar perfections of a bike like the Giant TCR at slightly less than half the Wilier’s price. You can spend more than you might on the Giant TCR, but it’s unlikely any more expensive bike will be ‘better’. At best, the more expensive bike will be a differently nuanced statement of perfection. Which is luckily the case for bikes like the Wilier Zero.7 or, perhaps, the Colnago C60.
There’s another aspect of the Zen character of a machine and living with a machine that adds to the overall picture of perfectionism I am describing here. That’s the dimension of ‘being in total knowing connection’ with both the operation and workings of that machine, as all so wonderfully obscured by Robert Pirsig in Zen and the Art of Motorcycle Maintenance. That’s when your deeply realised ‘knowing’ of how a machine operates or works meshes with and supports your ‘riding experience’. When you know the workings of the machine (which is more than simply knowing the basics of bicycle mechanics, but truly understanding how the thing works as opposed to how to repair it), your capacity to experience becoming at one with the machine is enhanced. This is the dimension of the Zen perfection of bicycling that connects most with me. Have you ever seen that tee shirt design that depicts the evolution of man from ape-like to upright-walking-man to man-on-a-bike? That’s what I am talking about. When we ride a momentously GREAT bicycle, we become one with that bike. We are something new and something greater than a person doomed to riding in a car or taking a train or being gassed by fumes and viruses in a ‘plane.
Not all bicycles offer the prospect of a connection like this. Mountain bikes, for example, don’t do it for me: too many springy bits to disconnect rider from the road. I consider the necessity to read a manual to decipher the workings of modern suspension settings a pretty big fail in terms of necessary man-machine empathy. No, mountain bikes are busy technology tools, that, though great fun to ride, don’t do the Zen thing for me. Many road bikes also don’t do it for me in terms of offering up a real connection to become at one with the machine. A road bike that rattles and squeaks will not do it for me. A bike with brakes that don’t work too well won’t do it either. And a bike with shifters that are imprecise or with buttons deployed in less than ergonomic perfection will insert a layer between the bike and my experience of the ride. For instance, the appalling shifting of the old Dura Ace 7900 mechanical gear train was a blot on the landscape of any bike that groupo afflicted. That would never, ever, do it for me. But more subtly, a bike with an unnecessarily harsh ride is going to remind you that your bike is separated from you via a layer of pain. That’s not good either. And, as a climbing enthusiast, a bike that flexes during out-of-the-saddle climbs is going reduce a ride to a man-versus-machine rather than the man-and-machine-are-one result I am looking for.
As you can see, there’s a lot involved for a bicycle to be declared as ‘GREAT’ if not to be ‘the BEST’. At least according to the metric of my admittedly eccentric conditions through which that greatness is claimed. In all of this there are the hazy justifications I use to convince myself of the need for yet another bike. Otherwise, I’d just be a ‘collector’ and I can’t see much point in collecting as a point worth the kind of investment these bikes require. After all, collecting bicycles is a vastly dodgy affair when compared to endeavours like collecting art. The depreciation that blights bikes damns bike collecting to the point of insanity. No, there has to be better reasons for collecting more and more bikes. I justify this path as being the search for that enlightenment when all the dimensions of ‘Bike-Zen’ mesh together in a rare but enlightened spark. After all, if we are to explain cycling as meditation on wheels, it’s nice to clear that meditative path via the context of perfection that becoming at one with the bike and, therefore, at one with the experience of the ride that a great bike can support. A great ride via a great bike is the church! This is a vastly more benign religion than declaring some kind of jihad or getting obese on a pew.
I needed to work through these philosophical notions in order to justify and explain my contention that the new 2016 Giant TCR Advanced SL (the top-of-the-line version) is, quite simply, one of if not the best bikes I have ever ridden. The notion of ‘best’ is all explained in the philosophical notions around the nexus of ‘Zen’. Which, while hard on the brain, is, I think, a more honest and compelling justification for describing something as ‘best’ than simply declaring it so. Or, if you like, the ever so common game of asserting something as being ‘the best’ needs some kind of justification if such claims are to be believed. By justifying myself via philosophical notions, I am making the point that making claims that one bike is better than others or is better than all the rest is indeed a murky, imprecise business. But, after riding my new TCR for over 1,000km in the past two weeks, I invoke all the insights of Zen through which to declare that this new bike is the one that really, really, does it for me. This new bike is IT. It is home. It is a home run. It is the best. I just KNOW it is. I don’t need to measure my claim. It just is.
Lets’s start with the notion of ‘being connected with the bike’. We riders are more in control than we could ever be with cars or motorbikes. Sure, there are some cyclists who don’t even attempt puncture repairs, but the point is, the opportunity to take full mechanical control is higher for a bicycle than it is for any modern, computerised car. I never tire of watching all the bits of a bicycle working together as some astoundingly profound exemplar of synchronicity at work. Now that is art! Why should I pay someone to have all the fun of tinkering with my bikes? For me, a bicycle is at the limit of mechanical self-sufficiency; and that is reassuring when I am way out in the backwoods riding roads as unpopulated as the canyons Mars. There’s Zen in there… there’s a beauty in a design that manages to combine mechanical complexity with practical simplicity. Which does not necessarily imply that I wouldn’t enjoy being followed by a team car loaded with spare wheels, food, water and motivation speeches shouted from the open window. It’s just that the freedom from being self-contained and in-control is a tonic counterpoint to otherwise dragging an elaborate support network of commercial services through which to keep your adventures mobile. The road bike sings to control freaks like me.
The Zen-like simplicity of a road bike also tends to have been lost by modern mountain bike designs. I guess there’s a bit of a thrill to be had to mastering the intricacies of dual suspension settings and keeping all those pivots moving about, but to me, all that’s all a baggage that diverts from the pure simplicity of a dedicated road bike ride. Which is why I tend to prefer riding cyclocross bikes than having to ride heavy, overly complex mountain bikes. Which is not to say that I don’t admire the modern mountain bike. With the emphasis on the word ‘modern’. Because, and here is my main point, mountain bikes are the product of a rather more disturbed and frantic heritage than the calmer trajectory of road bikes. The perfections of the road bike were pretty much as well embedded 20 years ago as they are today. My Vitus 979 from 1985 is still on the same page as the latest Giant TCR to which, believe it or not, this review applies. You can’t say that about mountain bikes from 20 years past: nasty, harsh, heavy, disagreeable bogan-like contraptions – they were a veritable punk anti culture bash to the refinements of the road bike. The evolution of the mountain bike has been a shouty, brash exercise of histrionics compared to the quiet, collected, considered trail we roadies have enjoyed from then to now. Consider electronic gear shifting. Mavic started that game way back in the ’80’s. It’s been a slow considered path since. it was the biggest thing to happen since Shimano invented index shifting. With the latter being the progenitor of the former. This has been an evolutionary rather than a revolutionary path. Each iteration along the way was a comprehensible upgrade, rather than an explosion of ‘the next big thing’ that seems to colour mountain bike evolution more along the lines of computer tech than the glorious conservatism of change in the road bike scene (putting aside the mindless pointlessness of road bike disc brakes…)
I don’t think I have ever ridden a bike that offers such a profound, unfiltered connection between rider and machine as this latest TCR. Along the lines of the preceding model, the new TCR simply disappears when you really start to ride. It becomes a part of you and you become a part of it. One reason for this enhanced connection is the astroundlngly uncluttered character of the TCR. The new bike is pared down to the absolute essentials and those essentials are utterly refined. The ride is sitting right on the balancing point of stiffness and compliance. A bit more in either direction (like the Propel which heads off into a stiffness focus and, say, the Defy which shades down to the domain of compliance), and you would start to notice the bike as an insertion between you and the road. For me, the new TCR’s longer wheel base (over the older model) and its astonishing SLR0 in-house wheels clinch the deal over the old model. And, of course, the integrated seat post is a key engineering feature of this bike and is fundamental to how well it performs.
There is astonishing beauty to behold in simplicity. The whole is apparent from the sum of its parts and the parts add up to a whole lot more than anyone would at first guess. Each bit is worthy of a deeper look. The more you look the more you see, all the while while keeping the context of the whole in view. If that does not confuse. Which good design never does. Just about every aspect of the new TCR combines to proclaim a breathtaking statement of simplicity. There is nothing out of place, nothing that is not needed and no single part that does not connect to and enhance every other part on the new TCR Advanced SL. It’s raw carbon and somehow utterly ‘right’ electric blue colour patches is perfect for the overall character of ‘purposeful simplicity’ that is at the core of the Zen aesthetic. But in keeping with the Zen concept of layers of perfection unfolding like a Mandelbrot Set the deeper you look, we can be ever more impressed when we look more deeply into the new TCR’s carbon frame down to the carbon itself. This is Giant’s own T-800 carbon fibre material woven in Giant’s own composite factory. This is the best carbon you can get and it is restricted to this top-of-the-line model TCR. No one does better carbon than this. It’s a stunning frame material that warrants a good look via a magnifying loupe. Lovely stuff.
All those fiddly fads of market driven design are slow to take hold in the road cycling scene. Just look at how slowly the argument over disc brakes for road cycling is taking to resolve. That’s the way it should be. Don’t add complications to a winning model unless there are very good reasons to do so. Each and every part of a road bike is the product of a process of engineering evolution with a history that way precedes the motorcar. The thing is that road bike design has, by and large, always worked and worked better than almost any other engineering work with which humans have been involved. The things we add and change are worked through in agonising detail and at the studied pace of cautious scepticism. We all need at least one benchmark of engineering that works at the pace that engineering drives rather than being driven by the vastly more frantic and, often pointless pace of marketing or economic inspiration. It keeps us grounded. The new TCR is grounded like nothing else I have ever seen.
A road bike is a statement of minimalism; nothing is added that does not add to the ultimate efficiency of the whole. Which kind of explains the reluctance of we road cyclists to accept things like valve caps, reflectors and guards of any kind. There are people out there who endlessly search for the ultimate weight:efficiency ratio for water bottle cages and saddles, and even handlebar tape. (Guilty). To prove the value of this otherwise ineffable design-engineering aesthetic, I need only point out that the more a bicycle maker refines this aesthetic, the higher the price that is charged for the final product; and we cyclists have proven time and time again that we are willing to pay a premium for what, in effect, becomes less and less (at least in terms of weight and clutter). How many car drivers out there could care less about hiding, for example, all the wires that clutter under the hood (have you ever, really looked at a modern car’s wiring loom?). How many roadies would not prefer internal cable routing on their bikes these days? And if this art of paring down and down weren’t real, why is SRAM investing in wireless gear shifters as their next big road bike thing? The art of creatively engineering for pared-down-efficiency rather than pointless complexity is a defining beauty for the road bicycle.
Yes, less is more in the road biking scene. Of the 20 plus road bikes I have ridden over the past few years, none have hit this ‘perfection of minimalism’ better than the new TCR. Giant took a razor to clutter on this bike. If there was an award for the perfection of bicycle design austerity, the TCR would win. Which, if you followed the arguments about the perfections of design simplicity, you’d know this is the ultimate compliment for road bike design. Finding that design point which is the nexus of minimalism and engineering efficiency is the BIG THING these days: from Apple Inc’s agonisings over too many buttons on iPads to Max Richter’s epic 8 hour Sleep, an exploration in music with almost no notes, the aesthetic splendours of pared down ‘Zen’ deign is at the deep freeze end of Cool. Yes, the new Giant is a masterpiece in purposeful minimalism moulded in deep Cool.
If all this appears to be overly philosophical to you, consider just why it is that you would ever, if not for an at least implicit empathy with notions such as these, be prepared to pay a price premium for a bike sans all the bells and whistles that you might demand for things like cars. I suppose, it might just all boil down to less is more in terms of speed and speed wins races. Whatever floats your boat. I don’t want to be carting an anchor of unnecessary technology around in any boat I ride up my local 12 per cent hills. But try to sell me a car without at least 6 speakers and an on-dash GPS, and auto sensing windscreen wipers and light sensing automatic lights and I will tell you to go away. If I decided to buy a car. Which I won’t. Because that would detract from my budget to buy more bikes.
All of which brings me to the final dimension of Zen that I would like to discuss. The engineering perfectionism aesthetic of the road bicycle needs to apparent and evident without any kind of recourse to packaging, dressing, pretension or, really, anything else that marketers might determine to matter for their own bottom line. A great bike makes a statement without shouting its own name. The greatness of a bike does not need a name to assert its value. The true cycling connoisseur can detect greatness without the ugly brutality of marketing. No one ever needed to promote Beethoven with TV prime time jingles; the music sells itself. The true cycling connoisseur will ‘know’ the feeling of perfection when a maker crafts a statement of the form-meets-function of engineering perfection. He or she will just know when the mark is hit square on bull’s eye. He or she will just know when nothing more can be added or taken away from a design that has hit the level absolute perfection possible within the context of the nexus of art and science.
So, I have worked through a couple of thousand words to say now what needs to be said. It is indeed possible for an enterprise like the Giant bicycle company to produce as much of a masterpiece of the bike maker’s art as a company such as Pinarello, Colnago or Wilier. And they have.
The new 2016 Giant TCR Advanced SL (the top of the range offering in this line) is an unmitigated work of art. On any terms, in any place, at any price.
I am not just talking through my hat. I have lived with top-end Pinarellos, the esoterically magnificent Wilier Zero.7. I have a Colnago and I have a top-end Trek Madone. And a line-topping Merida (Scultura), a top-end Bianchi Oltre. I have ten top-of-the-line, pro-tour-level road bikes currently in my shed and have sold off many more. Even a Specialised S-Works or two. I am not trying to boast any kind of psychopathic bicycle elitism here. I am only trying to suggest that I am comfortable with making a grand statement like I have. This new Giant TCR is definitively THE best bike I have ever owned. At half the price of the Wilier and the Pinarellos in my shed.
How do I define ‘best’ in this regard?
The ride for one. This new Giant has needle-pointed the absolute bulls-eye of frame stiffness and compliance. No other bike I have ever ridden comes as close as this. When a bike misses or does not quite hit that mark, the contest is always compliance verses stiffness. The search is usually for the best compromise. Were compliance wins, comfort overlaps speed. When stiffness wins, we get a rougher ride. Some bikes get close to the perfect balance (where compromise seems to have been completely removed and both facets win in seemingly impossible equal measure). The Wilier Zero.7 is a close, close performer in this regard. Others, like the Pinarello Dogma and the Giant Propel don’t even seem to bother. Stiffness and speed are all that seem to matter. You don’t need to be any kind of roadie connoisseur to know that both stiffness and compliance are the two most desirable traits in any bike and the talent of a bicycle designer is judged by how well balanced these conflicting traits can be controlled. All set, of course, within the context of minimum bicycle weight. Bicycle weight, stiffness and compliance; choose two. Until now. My M/L Giant TCR weighs in at 6.4kg with Look Blade 2 (Ti spindles) attached. Beat that! Go on. Try. And try that without spending more than AU$8,500. My Wilier was $16,500.
Photo Above Left shows the new TCR and the Propel, indicating a very coherent design brief for both
There is, of course, more to a bike than stiffness, compliance and weight. Let’s look at a few additional bits of the TCR equation.
The new TCR is one brilliant descender. While some rides like my Wilier and even the Giant Propel can seem a bit highly strung, if not ‘nervous’ when it comes to a flat out descent, this new TCR descends so well that all thoughts of caution with regard to bumps in the road and devious side wind gusts disappear. As for the old TCR Advanced SL, which I still own too, this new bike descends with authority and a degree of stability that is utterly confidence inspiring. You rarely need to feather your brakes. Or think about doing so.
The new TCR is one brilliant ascender too. This is a climbers bike. There is no flex. None whatsoever. Not in the frame or, importantly, in Giant’s own new included carbon 30mm SLR wheels. Whatever power you might have goes straight to the ground. If you are lean, this lean bike will reward you to a degree approaching the limits of gravity aggravated by the degree of incline. But it is not a skittersh fragile climb of the kind that characterise so many ultralight climber’s bikes these days (aka the Scott Addict, say). No, that same planted, grounded stability we noticed on furious descents also applies when going up hill. The rider always seems to be a part of this bike rather than sitting on top. The avid climber becomes one with this bike when going up or down hill, not to mention when moving along the flats.
Which brings me to the all important comparison to bikes like Giant’s own Propel: the speed freak’s aero sprinting machine. I love my Propel. It always feels like riding a hot knife when negotiating the hot butter of a head wind flat road ride. Until the first side wind hits those gigantic 55mm ZIPP 404 rims. Or the first set of pot holes that Council workers always seem to so creatively neglect via some kind of plan aimed at converting us to the poverty of driving a car. Surprisingly, the new TCR is almost as quick on the flats as the Propel. But with considerably more comfort via a vastly less harsh ride. I was thinking the demarcation between the Propel and the TCR (and indeed, the endurance orientated Defy) would be greater than this when riding fast. I never felt such a close match in this regard between the Propel and the old TCR. But the new TCR is even more of a speed machine than its always admired predecessor. Frankly, the Propel now seems rather marginalised to the more specialised end of sprinting and time trials. The TCR does everything well and some things brilliantly so: namely climbing and descending. The Propel is a great sprinter and serviceable descender. It’s an OK ascender unless you are running for GC. The Propel and the TCR are offered at the exact same price. I suspect that the Propel’s sales are about to fall faster than the new TCR can climb.
But there is more on offer here by way of becoming the embodiment of ‘ best’.
Giant is now following the lead of Trek and Specialized in in-housing production of more than just the bicycle frame. Like its rivals, Giant is now in the wheel making game. This is no OEM rebranding exercise. Though the new top-of-the-range SLR0 carbon wheels feature DT Swiss hubs, the rest come from Giant’s vat. These rims are the product of an engineering exercise at least as intense as the design of the new bike. Giant has now launched itself from zero to the max with its new wheels. They now sit on most models in the TCR, Propel, Defy and vastly neglected and almost always overlooked (but nevertheless brilliant) TCX (cyclocross) range. This is a serious taking-on of ZIPP et al effort on Giant’s part. I can not judge as I am not comparing like with quite like, but the new Giant SLR0 30mm all carbon clincher wheel set on the TCR Advanced SL are as stiff and compliant as the ZIPP 404’s most definitely aren’t. The ZIPP’s (firecrest 404, not the newer fire strike 404’s) which are or were standard on the Propel flex when out of the saddle efforts are required. On the Propel, the ZIPP’s flex to the point where they cause brake rub unless those brakes are adjusted out a fair way. Not deal killing flex. Just flex that can be noticed as opposed to the none at all you don’t notice with the new SL0’s on this new TCR. The new wheels weigh in at about 1,300 gm, which is an industry podium placing for wheels like this. They are not the lightest wheels available, but then again, they were designed to match and synergise with the intentional engineering characteristics of the new TCR. That is the point and the true advantage of building wheels in-house. The wheels and the frame become two components of a whole under the total control of the same engineering team and within the same engineering brief. It’s about time. I never could understand why something as fundamental to an overall bike design as the wheels should ever be ’outsourced’ to the general market place. Sure, the bike designer can tap some inspired wheels for OEM. But that exercise becomes a search for wheels that are as close to a desired engineering brief rather than being a part of the same brief. The potential to reap the engineering rewards of intentional, designed synergy between wheels and frame are maximised, in theory, when the same team does both. In theory. Not disregarding the idiosyncrasies of the wheel building art that engineers focused hitherto on frames might now need to also master. But theory meets practice with these new wheels. Giant has delivered a coup to no doubt concern the independent wheel makers of the world. And by the way, the all carbon top-of-the-line PSX1 rims on the range topping Giant TCX Advanced Pro 0 CX bike are also ZIPP level plus.
In terms of spec., the new TCR leaves nothing to desire. The new bike is dressed in Shimano Dura Ace Di2, say no more (other than to simply wonder what a Campagnolo Super Record EPS set up on this bike might be like). Giant has equipped this bike with its all carbon Contact SLR handlebars and stem. That is a great team of carbon bits to no doubt even further sweeten the new bike’s ride (but not by as much as that work-of-art integrated bar-stem combo on the top-end Propel (sigh). And while I am at it, where oh where are the sprint shifters I got with my Propel? I love those things when riding in the drops. Oh well.
The new TCR comes in three divisions of declining price. The Advanced SL comes with Di2 at the top or mechanical 9000 Dura Ace for a few thousand less. Then there is the Advanced Pro group with lesser carbon and no integrated seat post. Last is the Advanced range. But for me, the integrated seat post is not negotiable. For me, this integrated post is what has always defined the TCR. It is also the source of some, if not more, of the TCR’s compliance qualities. The ISP soaks up the bumps on both this new machine, the old TCR, on the top-end Propel and to a modified degree, on the Defy and TCX range toppers as well. [photo below shows the new TCR (bottom), the new TCX (middle) and the Propel (top)] And there is no chance of slipping or creaking seat posts ever again!
To conclude, if you carry a bias against Giant for reasons to do with (misplaced) snobbery and the like, the looser will be you. Take it from someone who does possess some of the everests of road bike art (e.g.. the Wilier Zero.7 and Pinarello’s finest), this new Giant is right up there. You can pay more, but you will not buy a better bike than this. If you define ‘better’ in terms of engineering perfection and performance as usually described. Plus, in its naked carbon and slightly less than subtle electric blue colour patches, the design of this bike is the very essence of Zen. It is a fundamentally beautiful bike. Nothing it does not need and it needs nothing more. In my view, this new bike is exquisite, in a total holistic sense.
I have ridden the new TCR for over a month. Just today, I decided it was time to ride something else. So I took my one time all time favourite bike, the Pinarello Prince (the classic ultimate Pinarello from the pre carbon Dogma era), out for a ride. I always regarded my Prince as the sweetest riding bike I ever owned. Now, I can only see it’s flaws. The new TCR has me thinking about selling a pile of bikes on eBay.
The genuine, intelligent road bike enthusiast will not be blinkered by the stupidities of brand bigotry. He or she will choose a bike based on all the qualities of any bike under review. I don’t care if this TCR is made by Giant or Bianchi (and Giant probably makes both, anyway). Mount Everest is Mount Everest. To find a better bike, you’re going to need a space suit and a good imagination, because right now, there is nothing higher up than this latest TCR.