trek speed concept 2012

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Trek Speed Concept 7.0 review

Designed to be an integrated, aero system – but is it all systems go, or is there a spanner in the works?

Jamie Beach

Trek Speed Concept 7.0 triathlon bike review

The Speed Concept 7.0 may look like a bike but it’s really more of a system – a system to transport air smoothly over its surfaces, while transporting you, your fuel and your spares smoothly to T2.

>>> Best triathlon bikes of 2014

You could say that of any bike, though, as they all fit the definition of system: a selection of parts assembled to form a mechanism that performs a particular task. But very few of them use parts that are as integrated as those on the Trek Speed Concept.

Sure, some bikes have a frame and fork that are built to work together and others might even amalgamate the brakes into the design. But Trek has gone further and incorporated the storage options, brakes, brake booster and even quick releases to help the Speed Concept perform its task.

The headset provides a rock-solid platform for cornering and has a number of storage options on the heads tube

First of all, there’s the frame. It’s constructed from Trek’s 500-Series OCLV carbon fibre made into Kamm-tailed tubes for the main triangle. The flat-backed, ‘truncated-teardrop’ profile not only makes for stiffer tubes than those using the full aerofoil shape, it also means the tubes are just as aerodynamic but less susceptible to the will of crosswinds.

Airflow around the head tube is smoothed out by its Kamm-tailed trailing edge but also by the fork’s prow that sits in front of it to provide even more of a fairing. Built into the top of the fork is a centre-pull brake, while the bottom is shaped so the quick-release lever can sit flush with it.

The rear brake is positioned behind the bottom bracket shell and is covered by Trek's Speedfin for aero gains

Similar consideration has been paid to the frame and attachments at the rear end. The seat and chainstays meet at a dropout that’s shaped to blend with the quick-release lever on the non-driveside and provide an exit port for the internally-routed rear-mech cable on the other. The rear brake is not only hidden behind the bottom bracket shell, it’s also shrouded by Trek’s Speedfin – a fairing that acts as a brake booster as well as smoothing out the airflow.

Storage options and computer sensors are also integrated into the Speed Concept (although sold separately). A mount for a Duotrap sensor is built into the non-driveside chainstay while mounts on the top tube and behind the seat tube allow you to add aerodynamically optimised tool and fuel carriers. In the 7.0 configuration, the Speed Concept also comes with Bontrager bars, a Vision saddle and a Shimano 105 drivetrain.

Carbon forks complete the aero set-up, although the wheels would be the first thing to upgrade

The wheels supplied are from Bontrager – Trek’s in-house component brand – and they’re fairly standard shallow, alloy training wheels, performing with no issues or thrills on standard training rides. The benefit of the training rims is that they keep the price down in comparison to coming supplied with deep-rim race wheels (especially if you’ve already got your own) but, if you haven’t got a set of race hoops stashed in the garage, these will be the first things you’ll want to upgrade if you’re serious about increasing race-day speed.

A lot to carry

You get a lot of bike with the Speed Concept 7.0. Not just in terms of all the aerodynamic shaping and integration but also in terms of weight. It tips the 220 scales at 9kg, which is exactly the same as the £2.5k Specialized Shiv Elite tested recently , but the Trek feels heavier when you’re riding it than that other major player.

Once it’s going, the Speed Concept is fine but getting it going takes quite a bit of coercion. It’s not one of those bikes that springs into action; rather accelerating it is a noticeable labour. And although the Speed Concept’s weight helps somewhat when you’re cruising on the flat, you can feel gravity taking its toll on the hills – the speed bleeds out of it.

It’s a shame because in other respects the Speed Concept handles well. It’s a rock-solid platform that corners with confidence and has the stiffness needed to let you push all your effort into it knowing that none of it’s getting lost in flex. The only trouble is the weight that makes it so stiff also makes it so difficult to shift.

The integrated brakes are good, especially the boosted back brake. Often integrated brakes can be a little lacking in stopping power, especially on tri/TT bikes, but not in this case. The Speed Concept has plenty of stopping power – and frankly, given the momentum you can build up with the weight it’s carrying, it needs it.

There are no worries on the comfort and adjustability front with plenty of scope for shifting the bars and saddle back and forth, in and out, and up and down to get them in the right places before you ride. And even though stiffness was a priority for the Speed Concept, it’s not been engineered in at the cost of its comfort while you’re riding.

The Speed Concept 7.0 has plenty going for it. But it’s in a very competitive price bracket and its weight is holding it back. Granted it’s not significantly heavier than many of its rivals, but it feels like it is out on the road. And that’s when all it’s carrying is a rider and a 500ml bottle. So you can imagine what it’s like when it’s loaded down with the full complement of storage options, integrated or not.

Verdict: Potentially a great bike but in this guise it’s buried under what feels like a lot of extra weight, 69%

Contact : www.trekbikes.com

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Perfected podiums   The newest generation Speed Concept is insanely aerodynamic. It's 6 minutes faster on an Ironman course than its predecessor and the fastest time trial and triathlon bike we've ever tested in the wind tunnel. Speed Concept has proven its speed time and time again by setting world records and winning gold.

• See the bikes

UCI World Hour Record - Ellen van Dijk

(Trek-Segafredo racer)  Ellen smashed the UCI Hour Record by a full minute at the Tissot Velodrome in Grenchen, Switzerland in the spring of 2022 on a fully custom Project One Speed Concept. Her new record covered 49.254 kilometers in 1 hour at the velodrome.

2022 Ironman 70.3 World Champion - Taylor Knibb

(Trek Factory Racing rider)  At the 2022 Ironman 70.3 World Championship in St. George, Utah, Taylor Knibb took home the gold on a Speed Concept. Her first-place podium victory was secured with a five-minute 36-second lead over the 2nd place finisher.

2x UCI World Championships Time Trials - Ellen Van Dijk 

(Trek-Segafredo racer)  Ellen won back-to-back UCI World Championships in 2021 and 2022 in the individual time trial on her Speed Concept.

The fastest split at Kona

Speed Concept was championed to the finish with the fastest bike split ever at the 2022 Ironman World Championships in Kona, HI setting a new course record of 4:04:36 for the infamously hilly 112-mile bike course.

By the numbers

Since the fall of 2021, the newest generation Speed Concept has been championed to victory at the world’s toughest races.

• World Championships TT - Ellen van Dijk • National championships TT Italy - Elisa Longo Borghini • National championships TT Ireland - Ryan Mullen • National championships TT Latvia - Toms Skujins • Giro d'Italia Femminile (ITA) Team Time Trial • Healthy Aging Tour ITT - Ellen Van Dijk • National title TT France - Audrey Cordon-Ragot • Ironman world record Cozumel - Sara Svensk • American Ironman record Chattanooga - Skye Moench • Husky Australian Championships - Ellie Salthouse

• World championships TT - Ellen van Dijk • Hour record - Ellen van Dijk • National championships TT Latvia - Toms Skujins • National championships TT Netherlands - Bauke Mollema • National championships TT Netherlands - Ellen van Dijk • National championships TT U23 Netherlands - Shirin van Anrooij • National championships TT France - Audrey Cordon-Ragot • National championships TT Italy - Elisa Longo Borghini • National championships TT USA - Leah Thomas • Baloise Ladies Tour (BE) stage 3b - Ellen van Dijk • Bloeizone Tour (NL) stage 1 - Ellen van Dijk • Chrono des Nations (FRA) - Ellen van Dijk • Tour of Luxembourg (LUX) stage 4 - Mattias Skjelmose • Postnord Vårgårda WestSweden (SWE) Team Time Trial • Ceratizit Challenge by La Vuelta (ESP) stage 1 Team Time Trial • Ironman 70.3 World Championship - Taylor Knibb • Ironman 70.3 Dubai record - Martin Van Riel • Ironman Des Moines - Skye Moench • Ironman 70.3 Oceanside - Taylor Knibb • Clash Miami - Sam Long

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Results have arrived, trek speed concept bikes for sale.

Shop new & used Trek Speed Concept bikes at TPC - The Pro's Closet. Find reviews, specs, weight info, and prices on various models (SLR 7, SLR9) and popular years (2016, 2017 etc). Read our 2022 Trek Speed Concept SLR 7 Quick-Take Review below.

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Trek Speed Concept SLR 9 - Weight, Specs, Price

2022 trek speed concept slr 7 review - a tpc rider's quick take, by owen h.

• Top-tier Aerodynamics - The Speed Concept SLR 7's aerodynamics are second to none. Trek claims the new 2023 Speed Concept is 6 minutes faster at the Kona than the last generation bike.
• The bike's aggressive geometry and design elements aim to minimize wind resistance at every opportunity. The integrated cockpit and sleek Kammtail Virtual Foil tube shaping create an aerodynamic profile that slices through the air.
• Exceptional Power Transfer - The bottom bracket of the Speed Concept SLR 7 is stiffer than many other TT bikes I've ridden. This stiffness makes for exceptional power transfer. Every watt you pump into the pedals feels like it's directly propelling you forward. No energy wasted.
• Fit Customization Options - One of the surprising aspects is the bike's adjustable fit. Triathlon bikes often sacrifice customization for the sake of aerodynamics, but Trek has managed to offer both with its Speed Concept. The integrated cockpit and seatpost provide a range of adjustment options that cater to a broad spectrum of riders.
• Premium Price Tag - The Speed Concept SLR 7 doesn't come cheap. The advanced aerodynamic features and high-end components contribute to a price tag that could give the budget-conscious cyclist a moment of hesitation. ($10,199)
• Not Versatile - This is a bike built for a purpose - it's a time-trial machine. If you're looking for a bike for group rides, casual spins, or any form of off-road or mixed-terrain cycling, this probably isn't the bike for you.
• Complex Maintenance - With all its integrated systems and internal cabling, the Speed Concept SLR 7 can be a pain to work on. Regular maintenance and any necessary repairs might require a trip to a professional mechanic more often than not.

2012 Trek Speed Concept 7.0

• Serial: unknown
• Manufacturer: Trek
• Model: Speed Concept 7.0
• Primary colors: Black
• Frame size: M
• Wheel diameter: 700 C

Distinguishing features

500 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube design, DuoTrap & SC Draft Box/SC Speed Box compatible

Frame and fork

Drivetrain and brakes, additional parts.

• Fork Bontrager Race Lite E2 Tri Speed Concept, carbon
• Headset Integrated, sealed bearings, 1" top, 1-1/8" bottom
• Front Wheel Alloy hubs; Bontrager Approved alloy rims
• Rear Wheel Alloy hubs; Bontrager Approved alloy rims
• Front Tire Bontrager R1, 700x23c
• Rear Tire Bontrager R1, 700x23c
• Front Shifter SRAM 500 TT, bar end control, 10 speed
• Rear Shifter SRAM 500 TT, bar end control, 10 speed
• Front Derailleur SRAM Apex, braze-on
• Rear Derailleur SRAM Apex
• Crankset SRAM Apex, 50/34 (compact)
• Cog/Cassette/Freewheel SRAM PG-1050 11-28, 10 speed
• Front Brake Alloy dual-pivot front brake; Speed Concept integrated rear brake w/Bontrager Race Lite aero levers
• Rear Brake Alloy dual-pivot front brake; Speed Concept integrated rear brake w/Bontrager Race Lite aero levers
• Saddle Vision AeroMax Tri, chromoly rails
• Seatpost Bontrager Speed Concept Race X Lite, carbon, +/-10mm offset
• Handlebar Bontrager Race Bullhorn w/Race Lite clip-ons
• Stem Bontrager Race Lite, 7 degree, 31.8mm

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Trek Speed Concept 2.5 review

Latest aerodynamic science at an affordable price

Joby Sessions

Guy Kesteven

Trek’s Speed Concept 2.5 gets the same aggressive position and chopped teardrop profiling as the carbon 7-series bikes. The overall ride is more heavy metal than an Aerosmith chart-topper though.

The Speed Concept looks amazing, with all sorts of tricks to cheat wind and attract buyers, while the alloy frame’s weight is impressively close to the carbon version’s. But it’s still heavy in comparative terms and although the aero effect is obvious at higher speeds, fit, handling and overall responsiveness issues meant our test team rarely experienced the benefits.

Ride & handling: Low acceleration and responsiveness

While Trek have clearly spent a vast amount of time in the wind tunnel and on the drawing board to chase drag out of every part of the bike, the war on wind seems to have been waged at the expense of friendly rider interaction and easy ergonomics. In other words, while there might be the option to extend the seat tube aerodynamics and store your mid-ride munchies in a more aero manner, all our testers, apart from a couple of die-hard drag queens, found the fit of the Speed Concept uncomfortable and restrictive, even after spending time tweaking the contact points.

The narrow shoulder and arm position caused by the narrow-span bar and extensions was an obvious problem for some broader-shouldered riders. Several riders also complained of reflux when trying to rev the bike, which was hard even in the tallest position possible. Issues like cable contact between the knees, the bulky tension screw adjusters looping out from behind the stem, and even rattling internal cables got on riders’ nerves.

While the handling in the tuck was sure-footed and stable for those who eventually got comfy, it’s positively frightening if you lift out of the saddle to inject speed out of a corner or up a climb. And although power transfer from the big frame tubes is reasonable, high bike weight – particularly the wheels – also meant low acceleration and responsiveness in general.

Combine this with the soft braking and you’ve got a bike with a cruiser rather than combative feel – as evidenced on group rides where the Trek struggled to keep the other bikes in sight. On the bright side it’s not as jarring as we feared from such a slab-sided alloy frame. You’ll need to keep an eye out for any significant potholes or rough patches though, otherwise you’ll be punished through your palms and shorts pad.

Frame: Kammtail aerodynamics and integrated storage

The aggressively deep maintubes and the tapered headtube (all coated in sparkling metallic paint) are certainly striking, and the Kammtail Virtual Foil (KVF) aerodynamics are something of a talking point too. The tubes’ blunt, flat backsides are designed to create flexible vortices trails and a smoother overall airflow in crosswinds than a full teardrop.

Anti-drag detailing is equally comprehensive. Internal brake and gear cable routing disappears vertically behind the stem. The extended fork top and downtube dovetail via a right-angled notch. The carbon aero seat mast is clamped with a wedge system that’s flush with the tapered horizontal top tube. While it’s not the complex, custom-faired in-brake of the carbon bikes, the rear U-brake is mounted under the chainstays behind the cranks in already ‘dirty’ air.

The frame is also drilled and pocketed to take Trek’s aero Speed Box top tube and Draft Box seat tube storage systems, as well as Speed Trap direct-mounted computer sensors. It’s not smooth-welded, but the Alpha Red aluminium is extensively shaped, which means this is actually a lighter frame than its carbon sibling if you include the integrated rear brake. It’s still heavy compared to most bikes though, especially if you include the amount of outer cable rattling round inside the frame.

Equipment: High weight and poor braking

Complete bike mass is relatively high too, and the Bontrager wheelset is the weightiest on test, which dulls acceleration. The SRAM Apex kit works smoothly though, and while we’d normally grumble about smaller compact chainset rings on a dedicated aero bike, when it’s designed for the entry-level market like this one, it’s much less of an issue. The Bontrager cockpit gives plenty of potential for adjustment too, although pad angle is crucial for a secure-feeling fit.

While the chrome-effect Trek brake levers are particularly neat and pretty, convoluted internal cable routing also makes braking feel mushy. The fat-nosed Vision saddle is also very much in the mushy mould, which was appreciated by some, although others found the breadth between their legs too much for comfort.

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• Trek Speed Concept 7.0 WSD 2012

151cm - 164cm

160cm - 172cm

166cm - 179cm

Bike summary

Bike components.

500 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube design, DuoTrap & SC Draft Box/SC Speed Box compatible

Suspension Fork

Bontrager Race Lite E2 Tri Speed Concept, carbon

Rear Derailleur

Front derailleur.

SRAM Apex, braze-on

Shift Levers

SRAM 500 TT, bar end control, 10 speed

SRAM PG-1050 11-28, 10 speed

SRAM Apex, 50/34 (compact)

Alloy hubs, Bontrager Approved alloy rims (XS: 650c)

Bontrager R1, 700x23c (XS: Bontrager Race Lite, 650x25c)

Alloy dual-pivot front brake; Speed Concept integrated rear brake w/Bontrager Race Lite aero levers

Bontrager Race Lite, 7 degree, 31.8mm

Bontrager Race Bullhorn w/Race Lite clip-ons

Integrated, sealed bearings, 1" top, 1-1/8" bottom

Bontrager Race Lite TT WSD

Bontrager Speed Concept Race X Lite, carbon, +/-10mm offset

Bike geometry

Model overview.

Speed Concept 7.0 WSD is part of the Trek Speed model. Trek released 112 bikes variations of this model so far. You can get a glimpse at all models from 2012 , by clicking on this link .

When cycling always take safety very seriously. Wear a helmet, obey the traffic rules and wear hi-vis clothes. In short, take care of yourself so others can take care of you.

Triathlon bikes average price

Our math shows that the average cost of a dependable Triathlon bike is 4177 $ . However, paying less money than this amount doesn’t mean that you couldn’t get a great Triathlon bike. As a general rule of thumb, you should always read reviews about the bike and its components before buying it to ensure you don’t pay too much.

Overview of components

Fork material.

The fork on this bike is made out of carbon, so, it’s a great addition to the bike’s value. However, carbon forks should be regularly inspected for damage because even the smallest crack could cause the fork to fall apart.

The Speed Concept 7.0 WSD 2012 bike is equipped with 700c aluminum wheels when leaving the factory. These are the most popular wheels for road, aero, gravel, cyclocross, race, and gravel bikes. However, these wheels don’t perform so well when passing over obstacles.

For your safety, it is important to have quality breaks on your bike. Trek Speed Concept 7.0 WSD has Rim brakes installed. Rim brakes are cheaper than hydraulic brakes, and also easier to maintain. However, they have problems in wet conditions.

This bike is available in 3 sizes . They vary from 151 cm – 179 cm (4.95 ft – 5.87 ft) . In conclusion, it won’t take much to find one that’s right for you.

Trek Speed models from 2024

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Four Of The World’s Fastest Triathlon Bikes Tested

Inside triathlon pitted four of the most advanced triathlon bikes in head-to-head competition on the road and in the wind tunnel..

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We pitted four of the most advanced triathlon bikes in head-to-head competition on the road and in the wind tunnel to find the fastest, most aerodynamic machine on the market.

This article was originally published in the March/April 2013 issue of Inside Triathlon magazine.

There are only two ways that one triathlon bike is faster than another: It either has impeccable mechanical function and predictable handling while fitting perfectly to help the rider perform better, or the machine itself can go faster in a straight line. And when it comes to tri bikes, aerodynamic resistance more than any other factor determines straightaway speed. We took four cutting-edge bikes ranging from totally integrated to nearly stock to compare their performance across all categories. And to find the aerodynamic champion, we tested them head-to-head in the wind tunnel at Faster in Scottsdale, Ariz.

Cervélo P5 Three

$6,000 (with Vision Team wheels), Cervelo.com Verdict: Total package—great ride, realistic fit, mechanically simple and an aerodynamic standout

Fit The Canadian company did an about-face regarding the geometry used on its top-flight aero bike. Formerly dedicated to the needs of Pro Tour cycling teams, Cervélo tuned the P5’s geometry for positions achievable by cyclists who hold desk jobs. The frame is formed for realistic Ironman fits, and the 3T Aduro aerobar extends the fit range from conservative to aggressive. Horizontal reach distance to the elbow pads is the P5’s only fit limitation. The pads cannot be choked far back toward the cyclist.

Simplicity Clean integration is the brilliance of the P5. Built with a standard aerobar attachment and externally mounted brakes, the P5 has more mechanical similarities to a road bike than the most integrated contender in this review, the Trek Speed Concept. Magura’s RT 8TT hydraulic rim brakes require a different set of mechanical skills than cable brakes, but require service less frequently. Replacing cables takes a fair amount of patience, but the P5’s aerobar system makes airline travel with the bike extremely simple.

Ride The P5 remains poised under intense cornering and during high-speed descents. Its predecessors had a tendency to flex a bit when cornering heavily—especially with the aerobars propped by a tall stack of steerer tube spacers—but the P5 is rock-solid, inspiring faster and more aggressive lines through tight bends. The bike snaps up to speed instantly without the dreaded “wet noodle” feeling that used to plague some aero bikes.

Kit Fancy but not flashy, the Shimano Dura-Ace 7900 mechanical drivetrain is crisp, light and durable—it just lacks the wow-factor boasted by the other three. A new flagship mechanical group will be slowly replacing this component kit throughout the year. Magura’s hydraulic RT 8TT rim brakes feel slightly stronger than mechanical brakes. Their performance didn’t deteriorate during a three-month test of this bike.

Aero This bike outperforms the others in high rider speed, low wind speed conditions, generating substantially less drag than the nearest competitor at zero and five degrees of yaw. At wider yaw angles, it performs very similarly to the Specialized Shiv, while losing ground to the Trek. This drag profile is best suited to faster riders because high average speeds also translate to shallower yaw angles.

RELATED – Photos: Cervélo P5

Orbea Ordu GLi2

$5,500 (with Shimano RS21 wheels), Orbea-usa.com Verdict: Incredible component function and most affordable, but trailed in the tunnel

Fit Orbea ditched antiquated road-style TT geometry and replaced it with a true triathlon-first fit scheme. In addition to a steep seat tube angle—a first for Orbea—the all-new Ordu’s front end is situated for aggressive yet attainable positions. It uses an adjustable rotating stem to affix the aerobar to the frame. This system can accommodate a wide range of fits and is easy to adjust. Conservative, upright positions are the only ones that will test the bike’s adaptability. No matter the position, the front end is elegant.

Simplicity Orbea adopted Selle Italia’s Monolink system to attach the aerobars to the frame. The rotating stem pieces allow the aerobars to easily come off the frame for travel, but fixing the stem to the frame must be done precisely. The other bike with a similar stem—Felt’s DA—uses notches to prevent the stem from rotating downward, but Orbea’s does not. Carefully assembling this joint is key. The external front brake is the easiest and most functional option.

Ride At press time, the production-grade front-end assembly wasn’t completed to allow a full ride test. Rather than speculate on ride quality without a sufficient test, we are reserving judgment for now.

Kit The Ordu GLi2 is spec’d at the pinnacle of performance and value. Top-level electronic groupsets from both Shimano and Campagnolo claim minor “improvements” beyond Ultegra Di2, but its shift quality is second to none. It does, however, lack brake grip shifters. Orbea elected to use a standard Shimano Ultegra front brake, and the result is great performance and easy service. It may sacrifice a bit of aerodynamic performance, but gains plenty in functionality.

Aero The Ordu created more drag than the others in the wind tunnel test. One way the Ordu attains a price several thousand dollars lower than the others is by spec’ing a less exotic aerobar—the 3T Brezza II. This component coupled with the highly functional although completely external front brake may generate more drag than the alternatives, but both provide real benefits in the form of a lower price and powerful, reliable braking performance.

RELATED – Unveiled: 2013 Orbea Ordu

Specialized S-Works Shiv

$12,000 (with Zipp 404 wheels), Specialized.com Verdict: Universally practical and aerodynamically competitive

Fit Craig Alexander has to drop his bar nearly as low as possible to fit the Shiv—a good thing for most triathletes because few people can mimic his fit. The Shiv’s frame is designed to fit positions ridden by everyday athletes. Its stack height is taller than nearly all tri bikes with a similar reach length, matching realistic aero positions without relying on a tower of spacers. They can be used to elevate the rider farther, and the aerobar offers a seemingly infinite range of adjustment. The bike can solve just about any fit problem.

Simplicity Instead of dropping the stem-and-steerer tube in favor of a unique integrated system, the Shiv blends the standard components together without sacrificing practicality. Brake calipers strike a balance between functionality and aerodynamics. They aren’t quite as effective as the Shimano stopper used on the Orbea Ordu, but still provide more than adequate power and modulation. Adjustment and service are also easy. Packing the bike into a travel case and reassembling it are simple to do.

Ride Point the Shiv in a straight line and it calmly holds its course. It feels almost impervious to the shivers and twitches that plague some triathlon bikes. Despite its inclination toward going straight, it deftly moves through sweeping turns. Its monstrous downtube and head tube catch a bit more wind than the other bikes in this test, but the bike’s predictable handling characteristics help resist any input from the wind.

Kit There has been a deluge of new component kits in the past year, but, even with an upgrade just around the corner, Shimano Dura-Ace Di2 remains unmatched. Front shifting feels almost automatic, the rear derailleur stays tuned barring a disaster, and shifting from the brakes is a real speed and performance advantage. Zipp’s 404 Carbon Clinchers might be the best wheels for racing/training double duty. This kit makes the Shiv ready for anything, but at a hefty price: It’s $8,700 more than the cheapest Shiv.

Aero Specialized designed this bike for real-life triathletes, not just endurance all-stars. The bike’s aerodynamic performance reflects those goals. As yaw angle increased, its drag dropped, meaning the Shiv is comparatively faster in conditions frequently experienced by amateur triathletes. RELATED – Craig Alexander’s Kona Pro Bike: Specialized Shiv

Trek Speed Concept 9 Series

$10,600 (with Bontrager Aeolus D3 wheels), Trekbikes.com Verdict: The fastest bike, and the most mechanically challenging

Fit Trek has created a range of integrated stems that span a wide breadth of fit preferences. Paired with the highly adjustable Bontrager aerobar, this bike is a fit chameleon capable of morphing into a conservative position or an aggressive one. Accommodating very conservative positions requires a lot of spacers, and the frame itself is best suited to aero fits ranging from moderate to race-oriented, but the machine can accommodate upright positions as well. For micro-adjustments to position, Bontrager’s aerobar can be tweaked in any direction.

Simplicity Integration can come with a host of complications, but blending nearly the entire front end into a single seamless form did not turn the Speed Concept into a mechanic’s nightmare. Re-cabling the derailleurs and brakes takes more time and precision than on a standard bike, but it is achievable with practice. The aerobars can be micro-adjusted to account for position tweaks, and adjusting the brakes is the only irregularly difficult mechanical task. Changing width and pad orientation for different wheels is a struggle.

Ride There is a fine balance between a twitchy bike and an agile one. The Speed Concept can weave quickly while riding the aero position without feeling unstable or skipping around the road. It isn’t a tranquil cruiser, but it still settles into a nicely balanced medium. Quick sprints are no problem; the bike willingly skips up to speed, although it feels barely less stiff underfoot than the others.

Kit Campagnolo, the historic Italian component manufacturer, ignored triathlon for several years, but reentered with a phenomenal groupset. It was worth the wait. The Campagnolo Super Record 11 kit executes sharper rear shifts than any other mechanical tri components. It jumps through the cassette with a light flick of the shifter, yet each gear change feels solid and crisp. Trek’s integrated brakes perform admirably but struggle to fit wide-rim wheels and are more difficult to adjust than any other in this review.

Aero Despite being the oldest frame design in the test, released in the summer of 2010, Trek’s combination of effective shapes and creative integration allowed it to beat the other three contenders in the wind tunnel shoot-out. While the Cervélo P5 held an advantage at very narrow yaw angles—zero and five degrees—the Speed Concept took control of the test at wider angles, which occur more frequently for amateur triathletes who typically can’t match the speeds of pure time-trialists.

RELATED – Photos: Linsey Corbin’s Trek Speed Concept

Tunnel Test Results

Test recipe: There is no such thing as a perfect wind tunnel test. The rider impacts the aero drag created by the bike, but replicating that influence is fraught with error and inaccuracy. A person shimmying or looking at a different point can skew the results. Some tri bike companies decide to test their designs with a dummy mounted to the bike. While this strategy does a great job at re-creating the interaction between rider and machine, a small difference in the dummy’s position can outweigh any disparity in the bikes themselves.

For Inside Triathlon ’s test, we took elements of the best test procedures in the business and created one that can measure the differences between the bikes—although imperfectly—while keeping other variables to a minimum. Here’s how the bikes were tested at the Faster wind tunnel in Scottsdale, Ariz.

Bike setup conditions: • All bikes were tested with the same Zipp Super-9 Clincher Disc and Zipp 404 Carbon Clincher front wheel. • Bikes were tested without a rider or dummy. • Saddle was removed from the bike and the seat post was set at a uniform height. Openings for saddle attachment hardware were covered with electrical tape. • Elbow pad height was set equally for all bikes. • Reach distance to the pads and bar tips was set equally for all bikes. • Chain was positioned in the big chainring and smallest cassette cog. • Shift levers were set horizontally. • Crank arms were fixed in the horizontal position using a Velcro strap. • The bikes were tested with the spec’d components and aerobars—translating this into a complete bike test, not a frameset comparison. • No accessories were mounted on the bikes, including Specialized’s integrated Fuelselage hydration bladder. • The bikes were tested in 30mph wind at 0, 5, 10, 15 and 20 degrees of yaw on both sides.

Test design drawbacks: This test protocol isn’t perfect. These are the shortcomings that impact the test results but may not influence rider speed on the road. • The lack of a rider is the most obvious shortcoming. The cyclist impacts the way air passes around the equipment, and this test neglects that fact. • The tip of the seat post is exposed to unadulterated airflow in this test even though it is almost entirely hidden when the bike is actually ridden by a cyclist. • Aerobar extensions are exposed to the wind when the rider’s hands would typically cover this portion of the bike.

To watch a video about the test and read more analysis, go to Insidetriathlon.com/tunneltest .

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• Rider Notes

2012 Trek Speed Concept 9.8

A carbon frame triathlon bike with high-end components and rim brakes. Compare the full range

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A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

Speed Concept 9.8

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The 2014 versions can save around two minutes during the 112-mile bike leg of an Ironman race

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Last updated June 29 Not listed for 2,487 days

Victor Mukhin

• Scientific Program

Title : Active carbons as nanoporous materials for solving of environmental problems

However, up to now, the main carriers of catalytic additives have been mineral sorbents: silica gels, alumogels. This is obviously due to the fact that they consist of pure homogeneous components SiO2 and Al2O3, respectively. It is generally known that impurities, especially the ash elements, are catalytic poisons that reduce the effectiveness of the catalyst. Therefore, carbon sorbents with 5-15% by weight of ash elements in their composition are not used in the above mentioned technologies. However, in such an important field as a gas-mask technique, carbon sorbents (active carbons) are carriers of catalytic additives, providing effective protection of a person against any types of potent poisonous substances (PPS). In ESPE “JSC "Neorganika" there has been developed the technology of unique ashless spherical carbon carrier-catalysts by the method of liquid forming of furfural copolymers with subsequent gas-vapor activation, brand PAC. Active carbons PAC have 100% qualitative characteristics of the three main properties of carbon sorbents: strength - 100%, the proportion of sorbing pores in the pore space – 100%, purity - 100% (ash content is close to zero). A particularly outstanding feature of active PAC carbons is their uniquely high mechanical compressive strength of 740 ± 40 MPa, which is 3-7 times larger than that of  such materials as granite, quartzite, electric coal, and is comparable to the value for cast iron - 400-1000 MPa. This allows the PAC to operate under severe conditions in moving and fluidized beds.  Obviously, it is time to actively develop catalysts based on PAC sorbents for oil refining, petrochemicals, gas processing and various technologies of organic synthesis.

Victor M. Mukhin was born in 1946 in the town of Orsk, Russia. In 1970 he graduated the Technological Institute in Leningrad. Victor M. Mukhin was directed to work to the scientific-industrial organization "Neorganika" (Elektrostal, Moscow region) where he is working during 47 years, at present as the head of the laboratory of carbon sorbents.     Victor M. Mukhin defended a Ph. D. thesis and a doctoral thesis at the Mendeleev University of Chemical Technology of Russia (in 1979 and 1997 accordingly). Professor of Mendeleev University of Chemical Technology of Russia. Scientific interests: production, investigation and application of active carbons, technological and ecological carbon-adsorptive processes, environmental protection, production of ecologically clean food.   

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