2017 Giant TCR Advanced SL Integrated Seat Post Size: Medium Full Shimano Ultegra 11 spd Group Set Crank: 52/36 Stages Ultegra Power Meter Giant SLR-1 55mm Carbon Clinchers Giant Contact SL Handle bars, Stem and Saddle. I purchased this bike new less than a year ago. It’s in excellent condition, never crashed. It will come with the original Giant saddle, not the Prologo in the pictures.
Pedals, Computer, Bottle cages and Computer mount are NOT included in auction. Bike will be professionally packed by my LBS. I will consider offers with/without power meter and wheels.
An item that has been previously used. The item may have some signs of cosmetic wear, but is fully operational and functions as intended. This item may be a floor model or an item that has been returned to the seller after a period of use. See the seller’s listing for full details and description of any imperfections. Seller notes: “ Good condition lots of life left in rims brake surface and bearings good. Giant Decals are lifting, alloy freehub has been chewed by previous cassette changes.
These are available on ebay for @£35.00 but its still ok ” Wheel Size: 700c For Bike Type: Hybrid/Comfort Bike, Road Bike - Racing, Road Bike - Touring Brand: Giant/DT Swiss Valve Type: Presta MPN: Does Not Apply Material: Aluminium Type: Wheelset (Front & Rear) Brake Compatibility: Rim Brake Tyre Type: Clincher Number of Speeds: 9/10 Speed.
DT Swiss's new wheelset boasts several innovative design features and is tubeless compatible. The 1450 refers to the claimed weight, though ours came in at 658g (front) and 826g (rear) – 1,484g in total – plus 76g for the skewers. That’s light but not mega-light, although you do have the advantage of the tubeless option, with its better resistance to pinch punctures, and without standard inner tubes you’ll save about 200g so things start to look much more impressive. After a bit of cursing we got the hang of getting ours inflated without tubes, with a track pump and no sealant, and they stayed up well too. The beefed-up flanges are machined separately from the main hub shell and bonded in place, which DT Swiss reckon keeps the bearing seat tension-free, lowering rolling resistance and keeping them spinning more smoothly. Those bearings are high-quality cartridge-type; they felt buttery out of the box and have stayed that way throughout testing – no worries there. The rims are 22mm deep and come with concave sidewalls to handle the pressure and the high spoke tension that DT Swiss use.
2010 Giant Ltd Edition Dt Swiss Bike Wheelset Review
Little reinforcing inserts anchor each spoke firmly while allowing the rim itself to be made light and airtight. The straight-pull spokes are double butted and bladed for aerodynamics. You get 18 at the front and 24 at the rear, open crowfoot laced – a combination of radial and crossed – and they’re held in place with torx nipples that won’t round off. Just make sure you’ve got the right tool with you.
Dt Swiss Bike Spokes
We’ve put several hundred miles into our Tricons and they’ve not needed any fettling so far. The Tricons are certainly energetic – really eager to pick up speed and exceptional on the climbs.
And whereas making lightweight is easy enough if you don’t mind them bending about, the high spoke tension keeps these impressively stiff – we had just the slightest discernible flex when throwing the bike around ridiculously hard. Our only real gripe is with the quick-release design. You wind it into place – there’s no cam – so it’s hard to position the lever where you want it and takes a bit more effort. Get inspired by our deals.
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All the best, John ‘JT’ Thompson General Manager – Giant Bicycle USA. Brake Levers Shimano 105 5700 Cassette Shimano 105 5700 12x25, 10-Speed Chain Shimano 105 Crankset Shimano 105 5700, 39/53 Bottom Bracket Shimano Dura-Ace, Internal Press Fit Rims DT Swiss R1800 Giant LTD Edition Hubs DT Swiss R1800 Giant LTD Edition Spokes DT Swiss Competition Tires Michelin Lithion 2, 700x23, Folding Weight The most accurate way to determine any bike’s weight is to have your local dealer weigh it for you.
Many brands strive to list the lowest possible weight, but in reality weight can vary based on size, finish, hardware and accessories. All Giant bikes are designed for best-in-class weight and ride quality.
We’ve been surprised by the Giant TCR Advanced 2. In a good way. To be honest, I was expecting a solid, workmanlike machine, but not necessarily any fireworks. Something that ticks all the boxes, covers the bases, does the job but perhaps not with a great deal of flare. What I got is a fast and lively bike that’s smooth-riding too.
It’s right up there among the best in its class. Why did I think this would be a down-the-middle kind of a bike. Well, I guess it’s because I jumped to conclusions based of the equipment on display here. This is a £2,250 bike that comes fitted with a mid-range Shimano 105 groupset. Now don’t get us wrong, we’re big fans of 105, but you can get it on bikes costing half the price.
Over about two grand you start to expect a smattering of next-level-up Ultegra. This is about top whack for a bike that’s 105 throughout. Most of the other components are in-house models – not all, but most. The fork, bar, stem and seatpost are Giant branded. All we’re saying is that on first impressions the TCR Advanced 2 didn’t make us think that Giant had pushed the boat out here. The spec sheet isn’t especially inspiring so we didn’t think we were in line for a sparkling ride.
But we were wrong. At the heart of everything is the Advanced composite frame that Giant produce in their own factory. It’s made from T-700 raw composite material – the middle of the three grades that Giant use – and it’s very neatly done. As usual with Giant, the top tube slopes steeply – they were the pioneers of this compact design, after all. Can’t say I'm too bothered either way about a compact frame but some people feel more confident with a lower standover height – there’s less chance of a nasty incident if you need to get your feet on the ground in a hurry. The bulging head tube forms a huge junction up front with the top tube extending down to meet the down tube coming up. It houses a standard 1 1/8in upper headset bearing and, as is increasingly common on high-performance bikes, a 1 1/4in lower bearing for a little extra meatiness.
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The down tube, not to put too fine a point on it, is a colossal piece of work. It’s square-edged and the old road.cc ruler says it measures 5.6cm across, which might not mean a lot in itself but, believe us, it’s really not going to be pushed around whatever type of power you throw at it.
The bottom bracket shell is a mighty block that accommodates a Shimano press fit BB. Don’t get us started on the proliferation (yes, proliferation) of different bottom bracket standards that are out there at the moment and the attendant (yes, attendant) complications that brings in terms of replacement. In through the nose. Out through the mouth – Ed. What matters most is that it works fine and that whole area is extremely rigid. The slim seat tube tapers back in a teardrop profile – as does the carbon seat post that slots in up top – and it comes with a cutaway lower section that flows around the leading edge of the rear wheel. Triangular-section seatstays meet up with asymmetric chainstays (for extra stiffness on the driveside) to form a tight back end while up front Giant’s own Advanced-Grade composite fork (with an alloy steerer) takes care of steering.
I’ve name-checked most of the components already so let's crack on with the ride and tell you about the rest as we go along. That’s how we’d describe the Giant in one word. Take that oversized front end, for example. You can put as much pressure on it as you like and it’ll stand firm. Get out of the saddle and throw the bike around and there’s barely any flex through the head tube, the fork or the alloy cockpit components. The result is a bike you can fire down fast descents and around tight bends in the knowledge that the steering is extremely accurate.
You’ll end up exactly where you aim it, and changes of line are a breeze, and that does wonders for your confidence, your speed, and your enjoyment. The mid-section of the bike is equally solid. Get all bossy and the frame never gets bent out of shape. Jump on the cranks and the bottom bracket holds steady, so you don’t have to chase it around with every pedal stroke. That’s exactly what we want when it’s time to get the power in. Weighing in at 8.0kg (17.6lb, for size M), the Giant is pretty light too. Yes, you can get lighter at this price, but it’s certainly a reasonable weight and that, along with the frame stiffness, makes for decent ascending speed.
We really enjoyed uphill stretches on this bike. It felt really direct and efficient on the sharp Salisbury Plain climbs it was mostly tested on, giving me a gentle helping hand rather than holding me back. I’ve not used DT Swiss R1800 wheels before but they’re no slouches either. They’re good all-round wheels with a medium depth profile (27mm) and sealed bearings, and I’ve no complaints about Michelin’s Lithion 2 tyres either.
They’re not as light or supple as more expensive options in the range but they kept me upright in wet, icy, and downright dirty conditions during our winter test period, so they’re fine by me. The other big characteristic of the TCR Advanced 2 is its comfort. Sometimes a stiff bike will knock you about a bit, transfer every road irregularity through to the bars and saddle, and skip about on uneven Tarmac none of which is any good for your speed never mind your pleasure.
The Giant, on the other hand, feels great. The Fizik Arione saddle helps on that score. I find the slim nose and the amount of flex in the shell just about right (although I’ve never really understood what the extended back section is bringing to the party). But the frame, and probably the amount of seat post you have sticking out of it thanks to the compact geometry, has to take some of the credit for the comfort too. We wouldn’t call it a plush ride, but the Giant doesn’t feel it needs to let you know about on every little bump.
We took it on some ridiculously rough roads and came back feeling absolutely fine. The ride position isn’t radical for a road bike although the seat tube angle is just a touch slacker than most and the top tube a smidge longer.
What does this mean in practice? Virtually nothing. Moving the saddle backwards or forwards on its rails (you get two different offset options on the seatpost) or swapping the stem makes more difference. What you get here is a traditional-style road race setup, without any sportive-friendly height at the front end. The gearing is pretty traditional too. Rather than going for a compact chainset, Giant have stuck with 52 and 39 tooth chainrings matched to a 12-25 cassette. If you’d rather have a lower range of gear options, Shimano 105 does come in a compact (50/34T) version these days.
We’ve really liked our time on the Giant TCR Advanced 2. We’ve been impressed. The components might be solid rather than spectacular but the frameset more than makes up for that.
This is swift and solid with a lovely ride quality – a really impressive bike. Verdict Fast, solid and smooth – a high-quality carbon frameset forms the basis of an exciting road bike.
State the frame and fork material and method of construction. List the components used to build up the bike. Frame Advanced Grade carbon composite Fork Advanced-Grade, Composite with Alloy OverDrive Steerer Handlebar Giant Connect SL Stem Giant Connect SL Seatpost Giant Vector Advanced Saddle Fi'zi:k Arione Manganese rails Shifters/levers Shimano 105 5700 20 speed Front Derailleur Shimano 105 5700 Rear Derailleur Shimano 105 5700 Brakes Shimano 105 5700 Cassette Shimano 105 5700 12-25 Chain Shimano 105 5700 Crankset Shimano 105 5700 39/52 Bottom Bracket Shimano Integrated Press Fit Wheels DT Swiss RR1800 Tyres Michelin Lithion 2 700x23mm. Tell us what the bike is for, and who it's aimed.
What do the manufacturers say about it? How does that compare to your own feelings about the bike? Giant say, 'Climb faster, sprint faster, make it to the front of the group faster.
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If competition is in your blood, this is your bike.' 'There’s a reason Giant is the world’s leader in composite technology. You’re looking at it - The TCR Advanced is obsessively engineered and hand constructed at Giant’s C-Tech facility for unmatched performance. Its stiff, oversized PowerCore bottom bracket, OverDrive headtube and custom tuning give it an unmatched ride quality.' It's a bike for fast road riding - sporty stuff. Sportives, racing, or just getting the miles in at the weekend.
Mat has worked for loads of bike magazines over 20+ years, and been editor of 220 Triathlon and Cycling Plus. He's been road.cc technical editor for eight years, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing.
We send him off around the world to get all the news from launches and shows too. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a past winner of the Cycling Media Award for Specialist Online Writer. I'm not convinced that the compact geometry really makes much difference to weight - in reality you're only chopping off an inch or so of a tube.
As for increasing stiffness, if the manufacturer can't make it stiff enough in traditional diamond geometry then they need another job. And how come this compact shape has not been adopted by every other brand? Having said that, this bike sounds like it would be great fun to ride. I've seen some of the TCR Advanced bikes in my LBS and they look darned fast standing still!. or to post comments. Hi, I've read your review and, must say, was relieved to see so many good things about the bike. I purchased a 2011 TCR Advanced 2 in August of last year and am seeking desperate help in riding comfortably.
It's my first carbon road bike and from the test ride, I fell in love with everything you said about it. However, then I began having shoulder problems and so adjusted the fit with a professional. I told her I was feeling too stretched out and was having a hard time breathing. She suggested I go down in stem length, which I did. My left shoulder got worse and worse the more I rode.
Now, mind you, I've been riding for many years and joined a team two years ago. My riding was almost every day before the new bike and dwindled down to a mere club ride on Saturdays while the rest of the week was spent rehabbing. In January, I had surgery to decompress my shoulder. Kept seeing my bike fit person after the recovery time and tried to ride. Again.shoulder hurts and the bike just isn't comfortable. And new problem.saddle ailment in the soft tissue area. I feel good at first, then so many things go wrong.
I've adjusted my cleats, the seat height, the seat position both fore and aft. Even measured the distance between seat and bars, and cranks and seat from old aluminum bike to new carbon one. The saddle ailment, I've levelled my seat to no avail. In watching the Tour, I notice how all the riders are positioned on their bikes and they look so comfortable, or at least content, in how they sit for so many miles. After 20 miles I'm ready to pull a Contador and throw mine on the side of the road. Do you have any suggestions? I'm 5ft 3 inches and the bike is a small.
I love that bike and can't imagine not riding. I've ridden with pain before but not like this. Am I so broken that I'm forced to admire my carbon steed hanging from the rafters and only clean the dust from her tubing?. or to post comments. Every product is thoroughly tested for as long as it takes to get a real insight into whether it works or not. Our reviewers are experienced cyclists that we trust to be objective, and we strive to ensure that all opinions expressed are backed up by facts, but reviews are always a reviewer's informed opinion, not a definitive verdict. We don't intentionally try to break anything (except locks) but we do try to look for weak points in any design.
The overall score is not just an average of the other scores. It reflects both a product's function and value. Good scores are more common than bad, because fortunately good products are more common than bad. Here's what they mean: Perfect Exceptional Very good Good Quite good Okay Not so good Poor Bad Appalling Recent comments.