In Part 2, I will write about the components of these two bikes that comply with the regulations and which are not. Personally, all my time trials are run according to the CTT regulations, but with one annual exception, the Duo Normand. The duo is UCI registered, and at least nominally all bikes must be UCI compliant, There have been recent discussions in British time trial forums suggesting that the 2009 race will apply the ridiculous 1:3 rule for all categories of participants. I think it throws my TT bikes out of the frame. Curiously, the new bike has yet to receive UCI approval for racing, according to an updated list released today. But Factor had already assured us that he was ready to race, and the bikes we saw all have a UCI sticker with the code: FACT-HANZO. Most interesting, however, is a Cadex executive for Olympic triathlon champion Kristian Blummenfelt. The frame is a first for component brand Cadex, but it`s not even the first “fun bike” for parent company Giant Bikes. The UCI drafted the Lugano Charter in 1996, when Giant developed its RCM framework in the mid-nineties. When the new rules came into effect, the RCM disappeared along with the other innovations of that time. But whether it`s fashion trends, UCI rules or the aerodynamic developments of the 20-year cycle, the new Cadex is undoubtedly a descendant of the MCR.
The cyclist is limited as to which parts of his anatomy are allowed to come into contact with the bike. Paragraph 1.3.008 clarifies this point for road bikes: the company`s most popular bikes are also not suitable for racing. Launched in 2004, the Specialized Roubaix brought racing attributes to a more comfortable setting designed for amateur racers. It had increased tire clearance and higher handlebar and ride damping inserts. At the end of the decade, it triggered the creation of an entire category. Sales of the Roubaix now correspond to Specialized`s traditional road chassis, the Tarmac, and have sometimes exceeded it. With posture being a key factor in time trials, both on track and road, riders and teams always strive to push the legal boundaries of rider positioning and bike configuration. As for the small adjustment comment. I guess that`s just a bad quote.
I guess the intention was to suggest you get the smallest frame size you can use to generate your fit. It was a long axiom in terms of bike fit in many disciplines that disappeared with aerodynamic bikes when so many metal parts were needed to form the height of the pile. The logic was that it was better to assemble this pile with carbon frame parts rather than aluminum and steel cockpit parts. Factor is simply trying to point out that this compromise no longer plays a role in their new design. For someone losing control over a TT/tri-bike, it seems like bikes just aren`t for them. You should probably consider sticking to running and swimming. Not sure if Splash and Dash is still a thing? Reading between the lines, this indicates that there is no minimum width for the “traditional handlebars” (UCI speaks of “falling handlebars”) during off-time trial events on the track (e.g. points races).
In 1989, Greg LeMond confirmed the supremacy of aerobars aboard a steel bottecchia. In 1997, Riis drove a $20,000 carbon fiber monstrosity. (You`ll remember how he threw it across a field after a series of mechanical problems.) Radical carbon “fun bikes” like Miguel Indurain`s Pinarello hour record, each deviating more from previous bikes than the last. All this indicates a clear gap between what professional riders drive and what everyone else buys. “The real world and the world of racing don`t go together as well together as they used to,” says Ben Coates, road product manager at Trek. “If a road bike was just a road bike and you only rode on the road, then it made sense to combine that with racing. They were made for the same purpose. But the performance of the bikes has changed, and the world has changed a lot. The way people cycle has evolved, unlike running. Then Ventum and Tririg gave their opinion and revealed their very Lotus-like machines with the One and Omni frames. Strong illegal and extremely fast UCI, if the Cervelo P5X was the return of the beam bike, it was the return of the Lotus.
While previously there was only a maximum permissible total handlebar width (which is still 500mm for road, track and time trial bikes), a minimum total handlebar width of 350mm has also been implemented for some events. Nevertheless, the race is important. Even consumers, who would probably be better on non-UCI bikes, feel better knowing that they ride the same way as the pros. Four years ago, a coalition of cycling companies – including Shimano, SRAM and most major frame manufacturers – began working through the World Federation of the Sporting Goods Industry (WFSGI) to get the UCI to legalise discs. Even though the sport`s governing body didn`t pave the way for the records, these brands knew it could further legitimize them for consumers who were on the fence. The main method of measuring the bikes seemed to be to align them with a fence with vertical railings and observe the alignment! I don`t know if a few stewards could handle several hundred pairs of bikes during the day – but that seems unlikely. In the meantime, I`m going to evaluate what I should do to make one of my two time trial bikes compliant. These changes are likely to allow many riders, especially the taller ones, to take slightly more aggressive time trial positions with more autonomy and a higher hand position than before. Acceptance, understanding and focus on aerodynamics have come a long way in cycling, even in the six years since these three bikes were introduced. Just look at the Lotus Hope GB track bike. These advances, and the combination of a Ironman World Championship delayed by Covid and the relaxation of some UCI regulations for frame design, seem to have created the perfect storm in the TT/tri-bike world.