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MBUK brings you all the latest news, coolest kit, plus exclusive info on the newest and best bikes that you can buy. Alberto Contador (Astana) is hoping this custom painted - and immaculately prepared - Specialized S-Works Tarmac SL3 will carry him to his third Tour de France victory. Custom painted frames are nothing new at the Tour de France but Contador's are consistently one of our favorites. Contador prefers a semi-anatomic bar bend wrapped with what are consistently some of the finest tape jobs in the business, courtesy of team mechanic Faustino Munoz.
Contador is using Specialized's latest S-Works Tarmac SL3 fork, which has been recently oversized for even better steering precision.
As we've noticed in the past, Munoz prefers to cross the derailleur lines around each other to keep them more neatly tied together. It took a couple dozen bikes before I realized that my favorite bikes were those with a bit more trail and a low bottom bracket. As the industry shifted to carbon fiber, I was faced with choosing between a stiffer, lighter bike, and a bike that sacrificed some performance aspects in exchange for that lower center of gravity.
I kept riding the Tarmac and my appreciation for it increased, but it wasn’t until I spent a day descending Decker Canyon Road north of Malibu that I figured out just how good the Tarmac is. To me, that was tantamount to keeping kosher and then deciding one night that all you’re ever going to eat is pork barbecue.
There was no mistaking that on the tight, technical, twisting descents of the Santa Monica Mountains I prefer the Tarmac.
In terms of pure numbers, my experience is that a BB drop of 7cm combined with a head tube angle (HTA) slacker than 73 degrees and more than 45mm of fork rake will do this noodly line thing. While we’re covering geometry, I want to shine a little spotlight on the size run for the Tarmac.
On steering geometry, the 52 and 54 both feature a 73-degree HTA and a 45mm-rake fork for 5.69cm of trail.
Being so tall, you don’t get the option of discovering the little differences of small geometry changes. It’s interesting here in this first part of the review where you discuss trail and BB drop as your two most important factors in geometry relating to how a bike will handle. While I know that the PRO look is -17, no spacers, there’s a lot to be said for the quicker handling that comes with having the bar a bit higher.


Padraig – Any chance you can elaborate on why the front center measurement so important?
I can understand how bb drop, wheelbase and trail all contribute to a bike’s stability.
Great review one of the better I have read and especially so as you put your experience with older gen tarmacs as context.
That aside I am seriously considering and sl3 or 4 from the ride feedback and my time on an sl. Since we introduced our Specialized S-Works Custom Build Centre we have build some truly beautiful machines. Our Specialized Service Centre in conjunction with our S-Works Custom build centre have built over 200 S-Works Bikes in the last year alone, including Tarmac, Venge, Shiv and Enduro's to name a few.
If you are thinking of getting yourself a custom build then this gallery may serve as a source of inspiration. Zipp 404 Firecrest Carbon tubulars front and back mounted with S-Works Turbo tubular tires.
Earlier this year we featured 6 triathlon bikes as Objects Of Desire, for this issue we focused on 6 very stunning road bikes. Today we take a closer look at the Specialized Venge ITU race bike of 2-time Ironman World Champion Chris McCormack. Jordan Rapp will be competing on a Specialized Shiv Tri S-Works this year and we had a closer look at his very clean setup, and we mean clean in more than one way. An SRM PowerControl 7 computer head is attached even though there's no power meter installed. If I’m honest, some of those early reviews lacked a little something because my criteria for judgment revolved around execution.
I so preferred bikes with a lower BB that I became a bit prejudiced against bikes with a normal to high BB. The two Specialized models helped redeem the company after a spate of crap bikes in the 1990s that caused me to despair that the company had lost its way. Faced with the chance to ride a bike with a longer wheelbase, lower BB and a touch more trail and I chose the Roubaix twice a day and three times on Sunday. I did six loops on canyon roads, climbing Encinal (because it was longer and shallower) and then descending Decker (because it was more fun). It’s true that I could carve smaller radiused turns, but that didn’t—couldn’t—define the whole of my preference. I’ve ridden  bikes with an HTA of 73 degrees and 50mm of fork rake, but had 7.5cm of BB drop and they were rock solid in corners.
For me, the bottom line of this bike is more objective than subjective: When you need it to change course, it responds with precision, but unless you tell it to do something, it’s going to stay on its present course. I’ve always felt that a bike with longish chainstays, meaning over 407mm, felt sluggish whereas anything around 405 and under felt more like a rocket when standing on the pedals.
Yet recently I test rode a bike with a tallish headtube that made me wonder how important of a factor that may be as well.
Sounds like they have more than addressed my issue with the sl which was a vague front end, without killing the rest of the bikes lovely balanced qualities. In order to post comments, please make sure JavaScript and Cookies are enabled, and reload the page. Each one has had it's S-Works frame and components hand selected during an extensive consultation period with our S-Works specialists in store. I was looking for things like sloppy detail work, no clear coat over decals, signs of poor alignment, crappy (cheap) spec and ugly colors.


On the mountain roads near my home I found that the bikes with the low BBs were easier to control on the descents.
When the boys in Morgan Hill made the move to full carbon-fiber models, they did it in a big way and their work was impressive. So accustomed was I to the long and low geometry of the Roubaix I concluded that the Tarmac was a bit skittish, too F1 when luxury sedan was the right response.
The first two were on the Roubaix, the second two on the Tarmac then a final loop on each the Roubaix and the Tarmac.
But I’ve ridden others with only 7cm of drop and they were all over the place in corners—just wouldn’t hold a line. When you consider those six sizes are meant to cover men and that the women’s version of the Tarmac—the Amira—is available in another five sizes, that adds up to 11 sizes in total, a pretty impressive size run.
With the Tarmac, the 56.5 top tube works great with a 12cm stem, but the head tube length is really short for me and causes shoulder issues. That setup places so much weight on the front wheel that it’s hard to get the bike to turn.
This bike had a wheelbase measuring the exact same as my current bikes, bb drop was really close and the trail was also about the same. When they are built they are professionally photographed and individually fitted to their new owners using the Specialized Body Geometry Fit system before heading off for their new lives with loving owners. So below we have created a custom build gallery featuring several of these builds for you to look at. As 7cm of drop is traditional due to CPSC regulations, that resulted in a few rather automatic determinations. I called that post “The Crucible” and while you can read it here, I can sum it up by telling you that by the end of the day I learned that I preferred the Tarmac to the Roubaix on technical descents. The Tarmac features some significant jumps in sizing that could pose an issue for some in finding the right size bike. First, it put every production bike sold in the United States on the wrong side of the tracks, so-to-speak. That sensation, in my experience develops when you lean a bike into a turn and once you set the lean, the bike continues on that course until you turn the wheel into the turn to stand the bike back up.
There are only a few companies who are spec’ing bikes with tallish headtubes for their given sizes but it does make a difference out on the road when we discuss stability. All my favorite bikes were at the shallow end of the bell curve because only custom bikes could be built with a BB with more than 7cm of drop. It was always a BB with less than 7cm of drop combined with a 73-degree HTA and 40mm of rake. It looked odd, seeing that stubby stem on there at first, but rather than pull a bonehead move and put a longer stem on just ‘cuz it looks better, I rode it and found the bike to be incredibly well balanced. Some of the slow steering in the 49 will be offset by the fact that it has a short wheelbase.
Everything being almost the same, this bike felt like nothing I’d ever ridden before.
That’s a problem because if you’re not sure what a bike will do next, you’re apt to hit the brakes and the brakes, we know, are a fun antidote.
What is encouraging, though, are the number of Specialized dealers that staff someone who has gone through at least the first fitting course (there are several) at Specialized Bicycle Component University.



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