BMC has launched its latest time trial/triathlon bike, the new Speedmachine, claiming that it’s the fastest bike it’s ever tested, regardless of the conditions. Key to this claim is the increased stability on offer, which it says allows you to ride in the aero position with as much confidence as you would on a road bike.

We first covered BMC's new tri bike back in May 2022, when it was a prototype, but the new BMC Speedmachine has now been officially launched.

BMC says that it’s been working for five years with Formula 1 engineers from Red Bull Advanced Technologies on the development of the new Speedmachine. The F1 engineers provided their expertise in R&D, mass simulation, CFD analysis and wind tunnel testing to assess the performance of BMC’s prototypes.

BMC has also been working on its new aero road bike with Red Bull Advanced Technologies, and we spotted the F1 engineers’ logo on that bike’s fork leg at the Critérium du Dauphiné back in June.

BMC says that it’s also relied on athlete feedback, both from its sponsored triathletes and from the AG2R-Citroen WorldTour team, who emphasised the importance of confidence and predictability to achieve the best times.

Swiss brand BMC says that it’s transferred Red Bull Advanced Technologies’ expertise in designing F1 cars to do exactly what the driver asks of them to the new Speedmachine. Key to this is high stability, so that riders don’t have to use the base bars as much when cornering or travelling over poor road surfaces. The Speedmachine is also designed to handle consistently whatever the weather, course or wheel choice.

The bike’s predictability comes thanks to redesigned steering geometry and optimised weight distribution, says BMC. That’s paired with new tube shapes and a wide fork leg stance which BMC says also allows the bike to handle predictably and with improved aerodynamics at a range of different wind tunnel tested wind yaw angles up to +/-20 degrees.

Downforce and a SharkFin spoiler

The frame has been designed to develop downforce to improve handling and the bottom bracket drop has also been increased.

The fork incorporates a spoiler on the inside of the fork crown, which BMC calls a SharkFin. This is derived from Formula 1 engineering and is designed to reduce air turbulence around the top edge of the front wheel and divert airflow away from the down tube.

The new Speedmachine is claimed to be 500g lighter than the previous generation Timemachine, without sacrificing stiffness. There’s a new T47 bottom bracket, which BMC says helps to improve power transfer.

BMC has also increased the tyre clearance from 27mm to 30mm, while the frame is aero optimised for 28mm tyres rather than the Timemachine’s 25mm. Even the thru-axles get aero fairing caps.

Highly adjustable position 

Another key to improved speed is the ability to set up the best position for you. BMC says that it’s built increased adjustability into the Speedmachine, with three frame sizes allowing a wide range of bar stack and reach. There are two base bar options, wide adjustability of the risers, armrests and extensions and compatibility with Profile Design cockpits, while BMC offers tri and time trial-specific seatposts for even more adjustability.

BMC has cleaned up the bar’s assembly, with just four bolts required to be removed to turn the bars for packing in a bike bag for transport.

Other triathlon-specific features include a 1200ml Fuel Tank hydration system, which is sited low down to add stability and also improves aerodynamics; the feed tube is integrated into the frame. There’s a replacement 400ml bottle for UCI compliance.

Triathletes get an aero rear storage unit, with an integrated 20 lumen StVZO-compliant rear light available and top tube mounts for even more storage.

Specs and prices 

The new BMC Speedmachine will be available from November 2023 in two specs and as a frameset module.

Top spec is the Speedmachine 01 ONE, equipped with a SRAM Red eTap AXS groupset and Zipp 858 NSW wheelset. It’s priced at €16.999 / $16.999

The Speedmachine 01 TWO has a SRAM Force AXS groupset and DT Swiss ARC 1650 wheels and is priced at €10,999 / $10,999. 

Finally, the Speedmachine 01 Module includes the frame and fork, seatpost, bars, hydration module and rear storage unit. It’s priced at €6,999 / $6,999.

Argon 18 has an excellent reputation for creating fast bikes that cheat the wind.

The Electron Pro track models are used by the Huub-Wattbike team, well known for their meticulous attention to aero detail, and it's also the bike ridden by the World Record beating Danish pursuit squad, who coincidentally (not) are advised by Hubb-Wattbike's Wattshop aerodynamicist Dan Bigham. Whilst this E-117 Tri/TT bike is of course a different machine, it's cut from the same cloth, and that shows.

>>> Best time trial and triathlon bikes

I'm not an aerodynamicist, and Cycling Weekly does not have a secret wind tunnel hidden away in the photography studio, so we can't verify the brand's time saving claims. However, the frame includes plenty of features we expect to see on fast bikes: the seatstays are dropped, with a wide bridge, and the downtube holds on to the front wheel whilst the seattube tracks the rear. The seatpost is, to put it simply, huge.

Upfront, things are a little less smooth. The E117 is the entry-level frameset, it's also UCI legal and has space for tyres up to 25mm. Owning to the lower end build, there is far less integration of cables when compared with the E118 and E119 (the latter comes in a 'Tri' version with storage boxes, too).

The negative side of this lesser integration is that there is certainly a marginal aero loss by way of the mass of exposed cables. The upshot is that riders can choose any bar/extension set up they wish, taking the bike apart (for travel or any other reason) is really quite easy, and making adjustments (hopefully not the evening before a race) is simple.

My test machine came equipped with Vision handlebars and extensions, featuring Shimano Ultergra Di2 - but this being an assessment of the frameset, I'll avoid comment on components outside of the frame.

The E117 uses Argon 18's '3D headset' tech. This is actually pretty clever, and it's a feature that you'll find on many Argon 18 bikes. Rather than placing the top bearing inside the top tube, it is built into a spacer - which comes in three heights. This means that riders can adjust their stack without piling up spacers, reportedly avoiding flex at the front end. With spacers as well, riders gain 60mm of available stack instead of the traditional 30mm.

My model came with the 25mm option as standard, but I can appreciate how a lower position could be achieved via the 15mm or 0mm versions. Since the rider's position can make the most difference to the overall system drag (super fast riders being the exception), but the ideal position varies so much between riders pending individual factors, this makes a lot of sense.

The cables disappear into the top tube, and in my case the Di2 junction box was housed under the bars, with a further connection in the seattube. The frame uses a BB86 pressfit bottom bracket, which as always will divide opinion.

The seatpost is huge, measuring 8cm in depth. The clamp can be positioned anywhere along the top of the post, meaning there's more adjustment than any rider could possibly need. Again, this is excellent in that ride position is so pivotal in system drag. I paired this with an ISM saddle (not the Prologo saddle pictured).

I did find the size of the seatpost meant that it got stuck quite easily. Adjusting it often meant going too far, pulling the seatpost out and disconnecting the Di2 cable, which thankfully was easy to reach and reconnect (this is not always the case, necessitating removal of the bottom bracket in some cases). Once your saddle height is set, this shouldn't be something you're doing regularly. The clamp uses an expander bolt which was effective and looks clean.

The biggest sticking point for me was the design of the brakes. They're made by TRP and labelled as Argon 18. Each brake arm can be adjusted laterally by a screw located at the bottom, whilst the cable is clamped in place by the bolt at the top (the middle bolt positions the brake pad).

I'm sure the system hides the brake from the wind, and serves a purpose - but I found it hard to get the pads centred. As a result, I rode one time trial listening to the rear brake rub every time I got out the saddle and I'm sure that slowed me down more than drag from any brake calliper would. Not to say that these can't be adjusted to avoid brake rub, they can and I got there eventually, but I'd say the system is over-engineered. Since time triallists are often loading their bikes into cars where the brakes can be knocked, setting them out of line before a race this is not ideal - you don't want to be messing with those two tiny screws in a high pressure environment. It might be worth adding a dab of Loctite on the grub screws to ensure they remain solidly in place, also a set of thinner brake pads helped to alleviate any potential issues.

The E117 is available with disc brakes (for £2199 at Sigma Sport), having initially been against the need for disc brake time trial bikes, I can see a case for them here.

At the rear, the brand has opted for a standard drop out, so there's no fumbling with complicated time trial systems there.

Argon 18 has chosen to construct this frame from what it calls 'Cyclosportif' layup, as opposed to the Pro layup on the higher end E118. Typically, that means the carbon will be a tad heavier, but also more compliant. I really liked the ride quality of this frame - it was plenty stiff enough when I got out the saddle to punch up the climbs, but I could imagine completing long-distance events (such as a 100 mile time trial) on this bike with relative ease considering the task in hand.

The geometry is designed to place the rider in a forward, aggressive position, and of course it does that, aided by the reams of adjustment at the seatpost. However, this bike also has a relatively short wheelbase for a TT bike - my size small measures 976cm. Interestingly, it's longer on the E118 model (990cm). This has the upshot of creating a really fun, nippy ride quality which I found particularly welcome on twisty, windy sporting courses (the antithesis to which is the traditional dual carriageway time trial).

Argon 18 also promises that this bike uses its 'Argon Fit System' so those on the XL and XS frames should experience a comparable ride. Having only ridden the small, it's hard to comment here - but the frame felt well suited to me, with no surprises in handling, geometry or ride quality.

The frame weight is a claimed 1405g, with a 398g fork - and my size Small wearing Vittoria Elusion Carbon 42mm carbon wheels and Ultegra Di2, with an ISM saddle, came in at 8.6 kg. Time trial bikes are rarely particularly featherweight, and this system weight puts the machine in class with its rivals.

The RRP on this frame is £1,999 - making it a pretty heavy investment - but distributor Zyro Fisher have offered it to their dealers at a Summer Sale SRP of £1399. Whilst the RRP doesn't mark this out as a particularly value-orientated choice against the competition, the current offer represents value far and above comparable offerings.

Canyon bikes have been well-represented in recent years, with plenty of memorable performances being played out on the German brand’s machines.

We’ve particularly seen Canyon's time trial bikes on show recently, with Alex Dowsett riding the flagship TT machine the Speedmax to a sixth national title last season, and Mathieu van der Poel helping secure his Tour of Britain overall victory.

So here at Cycling Weekly we wanted to test one of their mid-range Speedmax setups, the CF 8.0 SL, to see how fast these bikes are at their core.

At £3,349 this model is right in the middle of the Speedmax catalogue, which ranges from £2,000 to £9,000 at the top end.

>>> Buy now: Canyon Speedmax CF 8.0 SL at Canyon for £3349

With a mechanical Shimano Ultegra groupset, this bike comes with a reliable and mid-priced spec, always welcome for any testers trying to hit PBs without paying WorldTour prices.

Canyon have designed this bike with some triathlon and long course ready features - evident in the lower and flatter cockpit geometry and the storage slot tucked behind the stem.

>>> Best time trial and triathlon bikes 

For the pure time triallist focussed on shorter distances, this may detract from the appeal as the slot doesn’t look great and the aero bars may need an immediate upgrade for anyone keeping up with current aero trends.

All of the cables disappear nearly into the frame in front of the storage box, keeping them out of the wind. Of course this adds a little difficulty to maintenance, but this is pretty much par for the course in any aero frame now and to be expected.

The size medium frame I had on test came with a stack/reach of 533mm/425mm - there's a lot of adjustability available in the Canyon H30 basebar, including adjustable Profile Armpads - but I began my testing with the front end dropped to its lowest and maintained the same position throughout testing. This allowed me to find an aggressive position, which was perfect for chasing summer personal bests.

The wheelbase, at 1020mm is relatively long, leading to a stable ride and plenty of control on more sporting courses.

As per its existing aero road bike - the Aeroad - Canyon has opted for a curved seattube, which hugs the rear wheel and aims to cut drag.

There's more aero profiling at the chainstay/toptube join - and though it's hard to offer concrete comments on aero savings without windtunnel testing, the bike shares the same frame features as Dowsett's National title winning machine, so it's hard to argue with its results.

An aero Canyon 31 TRI CF seatpost completes the wind cheating rear end. The clamp is located on the top tube, in front of the seatpost, and whilst sometimes these can be fiddly, I found adjustments were easy.

The saddle is a TT specific Fizik Mistica. Seat choice is pretty personal, but this one is designed with the racing position in mind so may well suit many testers and triathletes. If not, it's a high end model retailing at £155, unused it should hold a good resale value.

The most exciting bit of kit on this bike, for me, had to be the wheelset: the DT Swiss ARC 1400 Dicuts, which retail at just under £2,000.

Getting these highly-rated aero wheels on a bike of this cost is a huge attraction, and these wheels go a long way to making this bike the course-smashing machine it is.

The rim sizes come in at 62mm for the front and 80mm for the rear and they can get pretty sketchy in crosswinds and beware of potholes as these wheels have almost no give in them whatsoever, but that all contributes to the speed on a nice fast and flat course.

Many TT riders might be keen to upgrade to a disc rear on the wheel straight away, but in reality these wheels are plenty fast enough for most people and I managed to put plenty of rivals on more expensive bikes behind me with this wheelset.

The wheels come shod with the popular Continental GP 5000 tyres - with a 23mm at the front and 25mm at the rear. Being a benchmark but reliable tyre, it's hard to argue with that spec.

The groupset does offer one of the few flaws in this overall great bike however, as the mechanical shifters on the aero bars felt slightly archaic to me - and they don’t match the streamlined aesthetic of the rest of the bike.

Shifting on this groupset also came with a fair amount of clunk, as you really felt every gear change through the bike and it detracted from the otherwise smooth and efficient ride.

Canyon has specced this model as a rim brake bike. Whilst we are seeing plenty of disc brake time trial machines around, I found the rim stoppers perfectly adequate. The callipers aren't covered by any sort of fairing - but they are streamlined with the bike so shouldn't represent lost watts.

Interestingly, my size Medium came with 175mm cranks. Used to riding a 172.5mm, I only discovered the discrepancy when trying to ride with my single sided power crank fitted - of course, pedalling with one crank at 172.5mm and the other at 175mm is going to cause problems. I did actually manage to win a club 10 this way, but with one very sore hamstring, so it's worth noting: if you have power cranks, you might need to purchase a pair should you discover Canyon has specced a longer arm than you're used to.

Riding the 175mm cranks as a pair (as is traditionally advertised!) I noticed minimal difference to my normal set up, and the longer arm is said to provide a longer lever, potentially resulting in power gains when up to speed.

While weight is often fairly low down on the priority list of a tester, this bike does hold it’s own compared to the other bikes in the Canyon Speedmax range.

At 8.4kg, you won’t want to take this to your club’s hill climb, but it comes in a step lighter than the 8.8km, £2,000 model and a respectabe 200g behind the top end Movistar edition, Canyon’s £8,800 pure time trial model.

This bike is great value for money, with an admirable specification that can certainly hold its own against more expensive and more pure-bred TT bikes out there.

>>> Buy now: Canyon Speedmax CF 8.0 SL at Canyon for £3349

A few minor tweaks from Canyon could go a long way to making this the perfect mid-range time trial bike still capable of winning races, but as it stands it’s still a great bike at a great price.

The law of integration states that the fastest time trial bikes are pretty much always the hardest to tinker with. There’s a sub-law that determines a similar relationship between the price tag and number of watts saved. It should be pretty obvious how that line graph correlates.

The Boardman ATT 9.2 sits around a third way up the scale.

It’s a piece of speed weaponry that's fairly easy to live with, boasting a tech loaded frame which can perform at an exceptionally high level with a couple of alterations.

Boardman ATT 9.2 frame

Boardman as a brand invests heavily in innovation and technology.  Former hour record holder and time trial world champion Chris Boardman himself is heavily involved; Boardman is even building a Performance Centre with a cycling-specific wind tunnel for public use.

Boardman’s time trial bikes are divided into two distinct families: the ATT and TTE bikes. The ATT is the more affordable of the two, with a frame coming in at £1,399 as opposed to £2,399.

The TTE’s superiority comes largely from a higher level of integration, but the ATT frame is far from a slouch.

Constructed from top-end Boardman C10 carbon, the frame was developed using computational fluid dynamics (studying the way gas or liquid travels over a surface), wind-tunnel and real-world testing.

The 9.2 ATT we tested features Boardman’s Aerodynamic Surface Trip technology. This tube shape tech delays the point at which airflow separates from the surface, thus reducing the size of its wake and overall drag.

The ATT features the same fully integrated fork and brake system as its top-end TTE brothers; the seat post adjustment is located in the top tube and covered by a rubber seal and cables are tidied away into a junction box just behind the stem, keeping them out the way.

The geometry is fairy aggressive. We tested the XXS with a stack/reach of 483mm/375mm, which is longer and lower than a Specialized Shiv and fairly similar to a Trek Speed Concept.

A steepish head angle (72°) and short wheelbase (948mm) all add up to a frame that sits closer to the ‘racy’ end of the scale, with a lesser emphasis on stability.

Boardman offers a women's version, in this case the frame is identical but would be called an XS.

Components

Boardman’s direct sales means it can provide pretty stellar builds for a surprisingly good price tag. The 9.2 comes in at £2,299 with Ultegra shifters, mechs and Shimano 105 cassette plus a nice little addition of Shimano Dura-Ace brake levers.

The chainset is a sensible double 53/39 with a pleasantly close-ratio 12-25 cassette on the rear.

It’s bafflingly common for time trial and triathlon bikes to come specced with a compact chainsets.

That might make sense for a bike that’s going to be used for some of the sporting style routes designed by triathlon race planners. But Boardman has a background in ‘proper British time trials’ – number in return for an over-stewed cup of tea and all - and for these events the gearing set-up is spot on. No one needs a compact for a dual carriageway.

The brakes are TRP, arguably a bit of a let-down, but they just about match my level of enthusiasm for stopping for a roundabout mid-flow.

The ISM saddle is an intelligent addition – the noseless perches are massively popular on the TT scene and they’re ideal for anyone riding on the rivet for extended durations.

The base bar comes from Zipp, but is the fairly entry-level Vuka Alumina construction which does the job but would want swapping in time. Ditto for the Boardman Air Elite 5 wheels with a rim depth of 35mm, and Vittoria Rubino Pro tyres in 25c.

The ride

I rode this bike to a new 25 mile TT PB of 56:03 – a pretty decent slice off a previous PB of 01:00:36. That's that out the way and it’s worth taking into account that I'd done quite a lot of bike riding since the last 'fast course' effort and the infamous R25/3H course in question enjoys a pretty substantial ski slope start.

Regardless, the bike proved to be rapid on a dual carriageway.

The location of said R25/3H course – South Wales – meant I completed quite a lot of riding in the lead-up to the event cresting the considerably more lumpy slopes around the coast.

Immediately noticeable was the stiffness of the frame. Power transfer felt infinitely more efficient than on my long standing ‘old faithful’. The bike loved flat out, straight road efforts and I loved riding them on it.

Short climbs became excuses for irresistible surges and the ride quality really came alive when the hills were behind me and the road flattened out.

I also tested the bike on a sporting course and on some local lanes. I wasn’t as innately comfortably cornering and descending on it hard. This could in part be down to the geometry and indeed the narrow shape of the base bar adding to a less stable experience. The bike can handle the lanes, but it didn't feel like they were its favourite playground.

I used the specced wheels for training rides and club events, and upgraded to a deep-section option to race. The Boardman wheels are perfectly adequate for training, and you could race them whilst you saved your pennies – but they’re not as light, stiff or wind cheating as a set of carbon 50mm wheels and the Vittoria tyres felt a bit draggy.

Bar set-up is always going to be an artful process on any new TT bike.

Out-the-box the Zipp extensions were so long I was choosing between whacking myself in the knees and not being able to reach the shifters. A quick chop-job sorted this but if buying online it's worth factoring in time to get this sorted.

I rode the bike one spacer from slammed – which doesn’t leave so much room for creating a more aggressive fit. This said, a negative stem could sort you out if need be. There’s plenty of space for saddle adjustment too.

The brakes are hidden behind the fork, with handy removable covers which can be unbolted when it’s time to make adjustments. The bolts are made from quite a soft metal, they’re easy to round out so care needs to be taken.

The rear brake is also hidden, adding to aerodynamics. However, this does mean it’s not easy to adjust the brake quickly before an event – leading to a heart-stopping moment when I found it rubbing T-2mins to start (whacked it into position – works every time).

Value

The Boardman ATT 9.2 carries Ultegra spec – with a sniff of Dura Ace – and comes in at a price range where many others feature 105. Touches such as the ISM saddle add a cherry on top.

Frame

Undoubtedly aerodynamic, the P5 here features a fork that is fine for Cycling Time Trials events and triathlons, but owing to the 3:1 rule is not currently UCI legal.

>>> Cervelo Bikes: S-Series, R-Series, P-Series, T-Series and C-Series explained 

Although these rules are set to change, the Dimension Data team actually uses the Cervélo P3 forks on its bikes.

According to Cervélo, the P5 is “a superbike engineered for the real world: fast enough for world champions and simple enough for everyday use”.

I strongly disagree. While fast, maintaining and adjusting this bike seems far from straightforward.

>>> The best time trial bikes and triathlon bikes: a buyer's guide 

The frame features Magura hydraulic caliper brakes, which are considerably more of a faff than cable-actuated systems.

The plastic cover for the front brake is not great quality either and didn’t fit very well.

If you want to adjust the bottom bracket-mounted rear brake or change the brake pads, you will struggle — I was unable to do this without removing the large chainring or brake cover.

If you are the type that likes to compete in Ironman events you will likely opt for a more upright position owing to the duration of the event.

But what if you want to drop your stem to get more aero for your local 10-mile TT? This involves disconnecting hydraulic lines, which will then require bleeding. It’s a pain and certainly not an easy task for the home mechanic.

The frame is commendably light for such an aero bike though, and the huge BBright bottom bracket is very stiff.

I have noticed Dimension Data favours the simplicity of Dura-Ace brakes too.

Specification

The groupset is a bit of everything on the P5: Ultegra Di2 bar end shifters, cassette, Dura-Ace derailleurs, Magura hydraulic brakes and a Rotor Flow chainset.

To further exemplify the P5’s credentials as the triathlete’s choice, the P5 comes standard with a mid compact chainset too.

Watch: Buyer's guide: Groupsets

The 3T cockpit and stem are without question aero, but the rider’s position is above and beyond the most important consideration.

A cockpit that offers much higher levels of adjustability would be preferable.

The hydraulic brakes on this bike annoy me. Aside from being aerodynamic, they have no redeeming features since the stopping power is no better than Dura-Ace cable brakes.

The hydraulic brake levers also mean you don’t get Di2 shifters on the base bar.

Satellite shifters are hugely useful for changing gear when not on the tri-bars and certainly useful for saving a couple of seconds when accelerating from the line or out of slow bends.

The Hed Jet wheels perform well though and are a solid option. Ultimately you may want a disc on the rear, but there would be no need for a new front wheel.

Riding

I did a number of 10 and 25-mile time trials on the P5. Straight-line speed is where it excels — there is no doubting this is a fast bike and it even delivered me to a 25-mile PB.

However, I don’t want to let the personal achievement blind me to deficiencies of the P5.

Having been primarily designed for the triathlete market, the geometry is taller than the P3’s and some other TT bikes. Thus, you may want to size down to get an adequate saddle to bar drop.

The P5 does not cope well with rough surfaces. You feel everything and there is significant rattle from various parts.

Other TT bikes I have ridden fare better in this regard and not all TT courses have perfect road surfaces. To alleviate this you can fit 25mm tyres no problem though.

Value

It is hard to justify the cost of P5 when you compare it to the Canyon Speedmax.

For considerably less money (£6,949), you can have a bike with a complete Dura-Ace Di2 groupset, satellite shifters, better brakes that are easier to live with, Zipp NSW wheels, more aggressive geometry and a cockpit that offers far greater adjustment.

Following his move to Katusha, this is the frame that world time trial champion Tony Martin will be racing on in 2017. Considering this and that I spent considerable time on the previous Speedmax, I was keen to test the updated version, which claims to be even faster.

Buy now: Canyon Speedmax CF SLX 2017 TT bike from £4899 to £8499 at Canyon

Read more: The best time trial bikes and triathlon bikes: a buyer's guide 

Frame

How does the new Canyon Speedmax CF SLX differ from the old version? Firstly, Canyon claims the frameset is around four watts faster at 45kph, but the use of the integrated water bottle and ‘bento box’ can make it even faster. The Canyon Speedmax CF SLX is UCI legal, with the integrated front bottle and bento box removed. It is however perfectly legal to use the integrated bottle for CTT events and according to Canyon, you should use it, as it is reported to save 7W at 50kph over a standard round bottle on the down-tube. The bottle is easy to slide on and off depending on your preference.

There is also a neat integrated toolbox in front of the seat post clamp. This is an aerodynamic solution for storing a multi tool, inner tube and CO2 inflator.

TT bikes are often plagued by terrible brakes and the old Speedmax was no exception. Thankfully the Canyon Speedmax CF SLX  bucks that trend, with redesigned, integrated brakes offering improved feel and power.

>>> Jan Frodeno's Canyon Speedmax CF SLX

The brakes are protected behind a flexible polymer cover too, making them easier to access for assembly and maintenance — a much better design solution than the mechanical vector wings on the Trek Madone. The fork dropouts can be adjusted too, something Canyon calls ‘Rake Shift’.

It’s a cool idea that enables a rider to tailor the handling of the bike. I prefer the longer ‘stable’ rake for most TT courses, but more technical courses could benefit from the short ‘agile’ rake. Arguably, the biggest change to the frame is the dramatically steeper seat tube angle, allowing riders to sit further forward over the bottom bracket.

This complements the new UCI rules better and will be welcomed by riders wishing to use stubby saddles. The only slight criticism I have is that I would like an easier way to access the Di2 junction box and see the battery level, rather than unscrewing the stem top plate. However, I expect this to be addressed with the new Shimano Dura Ace Di2 R9150, which now has better junction box options.

Specification*

The spec here is top drawer, with Zipp Firecrest 404/808 clincher wheels and Dura-Ace Di2. There are TT shifters on the tri-bars and satellite shifters on the base bar. These make a significant difference, as being able to change gear when on the base bar can save time in technical sections or when accelerating out of the saddle.

>>> How much faster are aero wheels? (video)

Tyres are the very fast Continental Grand Prix TT, with 23mm on the front for better aerodynamics and 25mm on the rear for comfort and superior rolling resistance. Even the inner tubes are an intelligent choice, with Continental Supersonics supplied for their low rolling resistance. I am a big fan of the tri-bars and Ergon armrests on the Canyon Speedmax CF SLX. They are comfortable, well designed, and crucially, easy to adjust, allowing you to tailor your position.

The cockpit on the Cervélo P5, for example, has far less adjustability.

Video - How much speed can you buy (riding the old Canyon Speedmax)

Riding

The new Speedmax is bullet train quick. I have ridden it in a number time trials and was considerably faster on the same course in similar conditions than when I previously rode the old model. So how did it compare? I had for a while been just above the 20min barrier for 10 miles, but was finally able to achieve a ‘19’ with this rapid machine (using the same wheels).

The Canyon Speedmax CF SLX may be slightly more aero than the last one, but the biggest difference was the ability to achieve a more aerodynamic TT position thanks to the revised geometry. Stiffness is everything it needs to be, but compliance is good too — it won’t beat you up by TT bike standards. Put into context, I found it to be much more compliant than the Cervélo P5 and Specialized Shiv on rumble-strip roads. I should point out that I did swap the Zipp wheels for a Hed GT3 front and Lightweight Autobahn disc for some races, including the 19.

http://www.instagram.com/p/BKTrHOJB-sv/?taken-by=dr_oliverb

The inclusion of the base bar satellite Di2 shifters is great because every time you accelerate out of the saddle (typically at a turn or when setting off) you can simultaneously change gear. I estimate that this can easily save a couple of seconds in a 10 mile TT.

Value

The Canyon Speedmax CF SLX is a top-spec machine aimed at the serious time triallist. Although the price is high, when you compare equivalent specs from, say, Specialized and Cervélo, the value offered is excellent. Furthermore, I consider this to be a much better bike in performance terms than many of the rivals too. You may also wish to take a look at the more affordable Ultegra Di2-equipped 8.0 model at £4,899.

For more information, head over to Canyon

*note that the price is as reviewed. 2017 bikes will have updated pricing and components, but the frame remains the same.

As a general rule the drag coefficient of a time trial bike is inversely proportional to its price. In other words, the lower the drag, the higher the price. With the Dolan Scala Ultegra time trial bike, which has a RRP of just under £1,000 for the frameset, British brand Dolan is attempting to disprove the equation that has governed time trial equipment for at least the past five years.

>>> The best time trial bikes and triathlon bikes: a buyer's guide 

Frame

The Scala’s carbon-fibre monocoque frame has all the attributes of the latest generation of time trial bikes, including the UCI sticker.

More upright frame members have been shown to be more aerodynamic, so the seatpost forms a right angle with the top tube while the seat tube, in the style of the original Cervélo P3, arcs forward to wrap around the rear wheel (adjusters in the track-style horizontal dropouts mean you can achieve fag-paper clearance).

There’s loads of fore-aft saddle adjustability to suit triathletes and time triallists: the Scala’s teardrop-profiled seatpost has a 9cm rail on which the seat clamp slides. This is better than a reversible seatpost, which obviously cannot be teardrop shaped.

>>> Shimano Ultegra Di2 6870 groupset

The frame is Di2 and EPS compatible, but a point to note is that our test Scala’s gear cable routing is different from that of other Scalas. The original Scala and the very latest Scala have the gear cables entering the top tube behind the stem, whereas ours are routed into the down tube. Terry Dolan explained that the factory changed the location of the gear cable stops without his authorisation, but it is now working to the original design again. Contact Dolan for more details.

Specification

Dolan’s Ultegra ‘package’ means Ultegra chainset, mechs and cassette. The aero brake levers are SRAM TT500s and the brakes are integrated TRP mini Vs.

At the front end Dolan uses a traditional stem arrangement rather than the integrated type. Although less aerodynamic, this allows for a wider range of aerobars to be used, meaning a wider range of positions. Dolan’s own Alpina bar has excellent adjustability for both extension length and armrest width.

>>> Road bike groupsets: A complete buyer’s guide (video)

The TRP concealed calipers — one under the chainstays with the other in its own housing behind the fork crown — are frankly a faff to set up. If you back off a spring tension screw too far the spring pings out and you have to take the whole brake apart to reset it. There are barrel adjusters on the cables next to the head tube, but not enough adjustment to switch between old-style narrow rims and the new generation of wider rim.

Regularly changing pads for alu or carbon braking surfaces would be very fiddly, especially as the chainset partially blocks the rear one. The calipers’ saving grace is that they provide plenty of modulation and great stopping power, and of course the point is they’re more aerodynamic than standard exposed sidepull calipers. However, they ideally need to be set up for one size and type of rim only.

>>> Road bike wheels buyer’s guide (videos)

Dolan now specs Mavic Cosmic Carbone SLS wheels instead of the Zipp 60s that our test bike came with — which in terms of RRP is an upgrade.

Riding

Time trial bikes are generally built for speed, not for comfort and the Dolan fits the mould. Its upright seatpost doesn’t flex much for bumps. Vertical compliance is pretty much dependent on how soft the saddle is and how much air you’ve put in the tyres. However, the overriding feeling is one of crispness not harshness.

On the tri-bars it feels stable thanks to the traditionally slack head angle of the TT bike, but the short wheelbase, oversized BB86 bottom bracket shell and tight rear triangle make it feel nimble and efficient.

The Scala is stiff and it’s also light for a time trial bike and the bottom line is that it’s fast. As a ‘vet’ I can’t realistically expect to get close to my PBs any more, but in the three time trials I’ve ridden on the Dolan I’ve done my year’s fastest rides for those courses, which includes both sporting and dual carriageway.

Value

At just under £2K the Scala Ultegra offers exceptional value for money. This is a sophisticated frame with a high-end spec that you might expect to cost considerably more, especially with the Mavic wheels, which have an RRP of £850 alone.

Sir Bradley Wiggins passing his minute man 

Let’s play a game of word association. First word, Cervélo. The following word could be any number of adjectives or phrases, but most likely are aerodynamic, expensive or Garmin — the team famous for riding Cervélo bikes (until the end of the 2014 season).

Aerodynamic? Well, Cervélo paved the way for the rise of the aero road bike.

>>> Read more: The best time trial bikes and triathlon bikes 

Expensive? It’s relative, of course, but in the case of the new P2, Cervélo’s entry-level time trial bike — is there really a more impressive bike that costs less?

>>> Cervelo Bikes: S-Series, R-Series, P-Series, T-Series and C-Series explained 

Over the last few years, some of the world’s best performances against the clock have been aboard a Cervélo. In 2006, Fabian Cancellara won the first of his four World Championship time trial titles on his CSC team issue Cervélo P3, beating second place and CSC team-mate David Zabriskie, who was also riding a P3, by over a minute.

More recently, Ryder Hesjedal wrapped up victory at the 2012 Giro d'Italia with a 28.2km TT in Milan. He was riding a Cervélo P5. This came after the whole team, all riding the P5, took to the top step of the podium after winning the team time trial on stage four in Verona.

Brushing over Garmin-Sharp’s TTT performance at the 2014 Giro, it’s apparent that the word Cervélo goes with aerodynamic, as aerodynamic goes hand in hand with time trial.

The trickle-down effect is constantly in progress. The pricy top end gets the best bits each year, and once the new ideas are superseded, they find their way down the ranks. The Cervélo TT range, which started out on the P5, has found its way to the P3 and now the new Cervélo P2 time trial bike.

This hasn’t happened in a season. The overhaul to the latest version of the P2 is the first significant change to the model in seven years, so it’s fair to say that it’s long overdue. But good things come to those who wait, or so we’re told.

It’s a big change: the P2 now has an almost identical frame shape as the P5. The only differences are that the rear brake on the P2 is on the seatstay, rather than underneath the frame as on the P5, and the top tube joins on to the seat tube.

This new P2 is essentially the 2014 P3 frame. It uses the same grade of carbon, and an identical layup, but it has a fresh new look in keeping with Cervélo’s latest aesthetic.

It does, however, house a different fork to the P3. The P2 fork is thicker at the top of the blades, by about 4mm, which reduces cost when compared with the P3 fork. It weighs the same and it’s just as stiff, but the pay-off is that aerodynamics may suffer; how much, Cervélo can’t say.

When Cervélo produced the new P2, the budget did not factor in big-ticket production in the

wind tunnel — one of the small savings that was made to lower cost to the consumer — but since the frame is the same as the P3’s, there would be only a small difference, if any. The added frontal area on the P2 fork is positioned behind the brake caliper, so any difference would be unmeasurable.

The P2 has inherited a number of performance-enhancing aspects, as well as the frame shape, from the P5, one of which is Cervélo’s aero cable management, meaning the cables all run internally through a neatly designed entry port on the top tube. This part of the frame future proofs the P2, making it fully compatible with mechanical, hydraulic and electronic components.

Furthermore, the P2 has the P5’s dropped down tube. This element reduces the gap behind  the front wheel and the frame to minimise drag. Another feature, also found on the P5, is the extended seat tube cut-out, which functions by shielding the rear wheel more effectively.

The aerodynamic upgrade and improvement to the frame’s material has increased speed and stiffness over the last version. The head tube stiffness has been increased by 16.4 per cent and, for the first time, this model features Cervélo’s renowned BBright asymmetric bottom bracket. This increases the frame's rigidity by 6.5 per cent, making it more effective at turning rider power into raw speed.

Another of the changes from the old version can be found in its geometry. This new shape has a shorter reach and taller stack, making it far easier to ride than ever before. Cervélo’s new seatpost system also gives the rider more movement fore and aft, again making it easier to dial in a better position.

It’s easy to get carried away by the performance of the P2 and forget that it’s supposed to be an entry-level bike — hard to believe after riding it.

Mindful of this, and so to meet that lower ticket price, Cervélo has kitted the P2 out with Shimano’s RS10 wheelset and the latest Shimano 11-speed 105 groupset. Although not as desirable as some groupsets, its performance against value is outstanding.

A semi-compact (52-36) FSA Gossamer chainset with carbon crank arms ties in the FSA brake calipers. Meanwhile up top, Profile Design makes up the P2 cockpit.

Given the P2 has the same frame shape as Cervélo’s top-tier P5, it becomes the cheapest way to buy into a ‘superbike’. Regardless of its price, its performance is faultless. It has taken Cervélo seven years to transform the P2 to this point, but it’s been worth the wait.

In fast Ferrari red, the B2 from Felt certainly looks the part as a stylish testing machine, with a striking colourway and sleek, aerodynamic design.

The B2 is bang in the middle of the Felt TT range, and the first to offer the complete aerodynamic shape with bayonet fork and steerer.

The all-important drivetrain is equipped with an FSA Gossamer crank sporting 54/42 chainrings and a Shimano Dura-Ace mech at the rear. Together with the 12/25 cassette at the back, this offers a gear combo aimed at the aspirational time triallist.

Felt has made savings by including in-house elements such as the wheelset, brakes, handlebars and saddle, but rather than cheapen the look, stylish lines and colour touches ensure these parts enhance the overall aesthetics.

As you might expect the B2 only really starts to make sense when you begin to roll at higher speeds on better road surfaces, where the aerodynamic advantage comes into play. In fact, it moves so well the gearing on offer may quite quickly become inadequate for stronger riders on rolling courses, but a simple change of cassette would fix this.

A high level of adjustability at the saddle and stem enable you to get well over the bottom bracket, and tuck and drop your front end to match. This facility makes for a surprisingly comfortable ride once you have personalised your position.

Mark Cavendish finished just five seconds down on Fabian Cancellara in Saturday's short prologue at the Tour of California. We took a sneak peek at the Columbia team pits to check out the new Highroad TT bike.

Cavendish put much of Saturday's success down to his Highroad branded time trial bike.

>>> The best time trial bikes and triathlon bikes: a buyer's guide 

"It's unbelievable, it's 100 per cent power transmission. I went training in my 53, I normally push 53x11, and I came back from the training lap and said I need a 55."

Columbia Team boss Bob Stapleton wouldn't say who was making the bikes, but it's impossible to miss the striking resemblance to last year's Giant TT frames.

"This is a bike that was developed with outside engineering," Stapleton said. "I can't tell you who manufactures it, I'm legally restricted from telling you that, but that is a different bike from what we rode last year."

The team has put considerable effort in to the bike, enlisting the help of experts from Formula One and other industries to maximise the aerodynamics and the way the carbon is manipulated.

Stapleton also denied that the alloy section below the tri bars was an illegal faring. "It's totally UCI compliant, it's also available to be a fluid reservoir and it meets all UCI rules, unlike some other TT bikes that are out on the course right now. So if those rules are enforced, our bikes will pass and maybe some others won't.

"Every team noticed at the Worlds that the UCI regulations would be strictly enforced, and everyone got a letter in January, and you can see some tension about that even in this race."

The bottom of the tri bars' alloy section bolts to the front of the fork, which, according to Adam Hanson gives it significantly greater rigidity and therefore improved handling.

"One of the other things I like about it is that it's a really nice bike to ride," Stapleton continued. "It's comfortable, it's stable, and the guys can stay in their position and produce maximum power for a long time. It's also stable in the wind, it's just a really a nice riding bike."