{"id":51880,"date":"2023-07-27T17:00:17","date_gmt":"2023-07-27T15:00:17","guid":{"rendered":"https:\/\/www.bikeradar.com\/?p=740584"},"modified":"2023-07-27T17:35:52","modified_gmt":"2023-07-27T15:35:52","slug":"life-behind-bars-aero-is-everything-for-cockpits-at-the-2023-tour-de-france","status":"publish","type":"rss_feed","link":"https:\/\/c01.purpledshub.com\/cyclingplus\/rss_feed\/life-behind-bars-aero-is-everything-for-cockpits-at-the-2023-tour-de-france\/","title":{"rendered":"Life behind bars | Aero is everything for cockpits at the 2023 Tour de France"},"content":{"rendered":"

Extreme setups and ever-increasing integration\u2026 what next? <\/p>

By Simon von Bromley\n \t\t<\/p>

Published: Thursday, 27 July 2023 at 15:00 PM<\/p>

\n\n

If you were paying attention to our tech coverage of this year\u2019s Tour de France, you may have noticed more riders than ever are adopting extreme cockpit setups.<\/p>\n

While much of the talk at this year\u2019s race has been of 1x drivetrains<\/a>, wide tubeless tyres<\/a> and riders switching to (slightly) lighter bikes<\/a>, it\u2019s easy to overlook the changing nature of pro front ends.<\/p>\n

Pro riders are often cited as being fairly conservative when it comes to new bike tech, but preferences on handlebar widths appear to have shifted rapidly in recent years.<\/p>\n

So, with the dust settling on another Tour de France<\/a>, let\u2019s take a look at the front-end setups of some of the biggest names in the bunch, and consider what they might tell us about where things are heading with road handlebars<\/a>.<\/p>\n

Have the pros been reading my articles?<\/h2>\n
\"Simon<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Simon has filled many column inches with his thoughts on narrow handlebars.<\/span><\/figcaption> Russell Burton \/ Our Media<\/i><\/span><\/div>\n

Given the frequency and volume with which I\u2019ve evangelised about the benefits of narrow handlebars<\/a>, it\u2019s tempting to wonder if the pros have been frequenting leading multi-discipline cycling website BikeRadar in recent years.<\/p>\n

While I hope they have, it\u2019s more likely they\u2019ve instead been paying attention to the growing number of performance engineers and consultants many pro teams now employ.<\/p>\n

The likes of Dan Bigham<\/a> (performance engineer at Team Ineos-Grenadiers), Dr Ciara\u0301n O\u2019Grady<\/a> (performance coach at Israel-PremierTech) and Casper von Folsach (performance coach at Team Uno-X), for example, are tasked with helping riders be as fast as possible on the bike.<\/p>\n

Typically, these roles encompass overseeing a broad spectrum of rider performance, from training, recovery and nutrition, through to optimising equipment and working with team sponsors to develop new products.<\/p>\n

\"Simon<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Brands work closely with pro teams and riders to develop new equipment and bikes.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

With narrow handlebars having become mainstream in track cycling in recent years (they were a key trend at the Tokyo 2020 Olympics<\/a>, for example), it\u2019s no surprise to see the likes of Bigham and Folsach \u2013 both of whom were previously involved with the Danish Olympic track cycling team<\/a> \u2013 bringing these ideas into road racing.<\/p>\n

While the demands of road racing are undoubtedly different from those of track racing, the desire to ride as fast as possible crosses over neatly, after all.<\/p>\n

And with experts such as Dr Xavier Disley<\/a> of AeroCoach saying the savings amount to around 2 watts per 10mm narrower you go (according to his testing at 45kph), it\u2019s clear there were some easy gains available for many riders.<\/p>\n

Cockpit setups at the 2023 Tour de France<\/h2>\n
\"Tadej<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Long and narrow cockpits were a clear trend among the top riders at this year\u2019s race.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

Just as with last year\u2019s race<\/a>, there appears to have been a clear trend towards long and narrow cockpit setups within the pro peloton.<\/p>\n

In fact, the most common handlebar widths we saw were 36cm and 38cm.<\/p>\n

There didn\u2019t appear to be a correlation between rider height and bar width, either, as we see with bikes sold to consumers (where bar width typically increases according to frame size<\/a>).<\/p>\n

Narrow bars dominate<\/h3>\n
\"36cm<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Ben O\u2019Connor\u2019s prototype BMC aero road bike sported a 36cm handlebar.<\/span><\/figcaption> George Scott \/ Our Media<\/i><\/span><\/div>\n

AG2R-Citroen\u2019s 1.88m-tall GC rider, Ben O\u2019Connor, for example had a 36cm-wide handlebar paired with a 140mm stem on his prototype BMC aero bike<\/a>.<\/p>\n

Alexis Renard, of Cofidis, also relatively tall at 1.84m, was using a 38cm-wide handlebar paired with a 140mm stem on his new Look 795 Blade RS<\/a>.<\/p>\n

\"Tour<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Alexis Renard employed a 38cm-wide bar and 140mm stem at the Tour.<\/span><\/figcaption> George Scott \/ Our Media<\/i><\/span><\/div>\n

It\u2019s often claimed wider bars are useful for increasing leverage when climbing or sprinting, but some of the star names at this year\u2019s race don\u2019t appear to mind the potential trade-off.<\/p>\n

Yellow jersey winner, Jonas Vingegaard (Jumbo\u2013Visma), and his great rival Tadej Poga\u010dar (UAE\u2013Team Emirates), had 38cm-wide and 36cm-wide handlebars on their respective bikes<\/a>, for example.<\/p>\n

Egan Bernal<\/a> (Team Ineos\u2013Grenadiers) and Richard Carapaz (EF Education\u2013EasyPost) were also both using 38cm-wide handlebars.<\/p>\n

\"Tour<\/picture><\/div>
Overall winner Jonas Vingegaard uses a 38cm handlebar.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
His great rival, Tadej Poga\u010dar opts for a narrower 36cm bar.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Egan<\/picture><\/div>
2019 yellow jersey winner, Egan Bernal, was also using a 38cm handlebar.<\/span> <\/figcaption> Kai Eves \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div> <\/div>\n<\/div>\n<\/div>

\u00a0<\/p>\n

Uno-X Pro Cycling\u2019s sprinter, Alexander Kristoff, was also running a 38cm-wide handlebar, paired with a 120mm stem, while Lotto-Dstny\u2019s Caleb Ewan had a 36cm-wide bar.<\/p>\n

For these riders, the improved aerodynamics of a reduced frontal area, coupled with the ability to more easily manoeuvre through the bunch, will likely be the primary motivations for opting for a narrower bar.<\/p>\n

\"Tour<\/picture><\/div>
A 38cm handlebar for Alexander Kristoff.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
Kristoff\u2019s bar was paired with a 120mm stem.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
Caleb Ewan uses a super-narrow 36cm-wide handlebar.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div> <\/div>\n<\/div>\n<\/div>

While we saw one 42cm-wide handlebar at last year\u2019s race (on Chris Juul-Jensen\u2019s Giant Propel Advanced SL<\/a>), this year we didn\u2019t see anything wider than 40cm.<\/p>\n

The 40cm bars we did see belonged to Mark Cavendish<\/a> of Astana\u2013Qazaqstan, one of the veterans of the bunch, and Mathieu van der Poel<\/a> of Alpecin\u2013Deceuninck.<\/p>\n

\"Tour<\/picture><\/div>
Mathieu van der Poel uses a relatively wide, 40cm handlebar.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
As does veteran sprinter, Mark Cavendish.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Mark<\/picture><\/div>
Cav also opts for old-school, classic bend drops.<\/span> <\/figcaption> Simon von Bromley \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div> <\/div>\n<\/div>\n<\/div>

As many other riders now do, van der Poel tilts his brake hoods in slightly for a narrower effective hand position at the hoods.<\/p>\n

Of course, we didn\u2019t measure every bike in the bunch, so this doesn\u2019t mean 42cm (or wider) handlebars have disappeared completely from the pro peloton. They aren\u2019t being used by many of the big names in the bunch anymore, though.<\/p>\n

Long stems for life<\/h3>\n
\"Ben<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Long, flat stems remain a fixture of pro cycling.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

Rangy stems, which help riders get stretched out and adopt more aerodynamic riding positions, were also ubiquitous, even on the bikes of shorter riders. No change there, then.<\/p>\n

Despite being the second shortest rider in the race<\/a>, at 1.65m-tall, Caleb Ewan uses a 140mm-long stem<\/a>.<\/p>\n

Cavendish, at 1.75m-tall, used a 130mm stem.<\/p>\n

\"Tour<\/picture><\/div>
Despite running a small frame, Ewan opts for a very long stem.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
Cavendish was also running a relatively long, 130mm stem.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div> <\/div>\n<\/div>\n<\/div>

Taller riders in the bunch were also invariably using long stems, with O\u2019Connor and Renard selecting 140mm options.<\/p>\n

The BikeRadar award for the Longest Stem at the 2023 Tour de France goes to Israel-Premier Tech\u2019s Simon Clarke, who had an enormous, 150mm-long example on his new Factor 02 VAM<\/a>.<\/p>\n

\"Simon<\/picture><\/div>
Simon Clarke\u2019s Factor O2 VAM had the longest stem we saw at this year\u2019s race.<\/span> <\/figcaption> Kai Eves \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
O\u2019Connor\u2019s 140mm stem didn\u2019t lag too far behind, though.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
Alexis Renard was also using a 140mm stem.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div> <\/div>\n<\/div>\n<\/div>

Paired with a 38cm-wide handlebar, that\u2019s a very pro setup \u2013 long and narrow.<\/p>\n

Stem lengths of 140mm and 150mm are rarely (if ever) specced on even the largest bikes sold to consumers.<\/p>\n

\"Tour<\/picture><\/div>
Not every rider had a huge stem, though. Van der Poel uses a fairly standard, 110mm stem.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Tour<\/picture><\/div>
As does Ecuadorian climber, Richard Carapaz.<\/span> <\/figcaption> George Scott \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div> <\/div>\n<\/div>\n<\/div>

In contrast, the shortest stems we saw were around 110mm \u2013 \u2018short\u2019 only by pro cyclist standards, because it\u2019s a fairly standard length for a size-large road bike.<\/p>\n

Despite their differing statures, both Carapaz (1.70m) and van der Poel (1.84m) had 110mm-long stems on their bikes.<\/p>\n

For van der Poel, that 110mm stem, combined with his 40cm-wide bar, means the Dutch superstar had the kind of setup you could see on a weekend bunch ride. Not every rider has an extreme, pro-only cockpit.<\/p>\n

Integration is now the norm<\/h2>\n
\"Caleb<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Slick, integrated cockpits with fully hidden cables are now the norm at the Tour.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

While it was no surprise to see fully integrated cockpits on the aero road bikes<\/a> used at last year\u2019s Grand D\u00e9part, one-piece setups have now colonised almost every bike in the peloton.<\/p>\n

In contrast, two-piece front ends were rare.<\/p>\n

The Specialized S-Works Tarmac SL7, Giant Propel Advanced SL and Look 795 Blade RS were the only bikes on show with such setups, and there are even caveats there.<\/p>\n

A few Specialized-sponsored riders were running Roval\u2019s new Rapide integrated cockpit at this year\u2019s race (a handlebar we believe may form part of the Specialized Tarmac SL8<\/a>, at some point in the near future), for example.<\/p>\n

\"Alexis<\/picture><\/div>
The new Look 795 Blade RS looks to have an integrated cockpit at a glance, but actually uses a proprietary two-piece system.<\/span> <\/figcaption> Simon von Bromley \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Alexis<\/picture><\/div>
The stem and handlebar come together exceptionally cleanly for a two-piece setup.<\/span> <\/figcaption> Simon von Bromley \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div>
\"Alexis<\/picture><\/div>
Keeping things seperate allows riders freedom to mix and match different stem lengths and bar widths.<\/span> <\/figcaption> Simon von Bromley \/ Our Media<\/i> <\/span>\n<\/div> <\/figcaption><\/figure><\/div> <\/div>\n<\/div>\n<\/div>

The recently launched Look all-rounder also uses a proprietary stem and handlebar, which though separate to allow for sizing swaps, integrate together exceptionally cleanly.<\/p>\n

Bikes with exposed cables, however, such as the venerable Giant TCR<\/a> \u2013 once considered among the most radical bikes in the peloton \u2013 were nowhere to be seen at this year\u2019s Tour.<\/p>\n

\"Giant<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Team Jayco\u2013AlUla riders were all aboard the Giant Propel Advanced SL at this year\u2019s race.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

Is this the end of the road for the Giant TCR? Unless Giant updates it with fully integrated cables, or the UCI lowers its minimum bike weight limit, we may have seen the last of this iconic bike at the Tour.<\/p>\n

With the latest Giant Propel ticking both the lightweight and aero boxes, and flirting with the current UCI weight limit of 6.8kg, could Giant reposition the TCR in a similar role \u2013 too light for the pros \u2013 to the Specialized S-Works Aethos<\/a>?<\/p>\n

\"Richard<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Many bikes, such as the Cannondale SuperSix Evo, can be run with integrated or two-piece front ends, depending on rider preference.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

Of course, many of the bikes used by Tour pros, such as the Cannondale SuperSix Evo, Pinarello Dogma F<\/a>, Colnago V4Rs and more, are compatible with both integrated cockpits and non-integrated options.<\/p>\n

This is handy, because integrated cockpits can make optimising a bike fit<\/a> tricky and\/or expensive for everyday riders.<\/p>\n

With a range of options to choose from, and a fleet of professional mechanics at their service, that\u2019s not something your average Tour racer needs to worry about, however.<\/p>\n

Where do we go from here?<\/h2>\n
\"Simon<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Have we reached a limit for how long and narrow pros are able to go?<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

Considering the pace with which the 42cm-wide handlebar appears to have been abandoned, the question remains \u2013 have we reached peak narrow handlebars?<\/p>\n

Given quite a few riders were running 36cm-wide bars at this year\u2019s race, it might be tempting to conclude that we\u2019re nearly there.<\/p>\n

After all, that\u2019s only 1cm off the recently mandated, UCI minimum handlebar width of 35cm<\/a> for road racing.<\/p>\n

\"Tour<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Some handlebars at the Tour pushed up against the UCI\u2019s minimum width.<\/span><\/figcaption> George Scott \/ Our Media<\/i><\/span><\/div>\n

However, as we noted at the time of the rule\u2019s introduction, this regulation leaves room for brands and riders to push the envelope even further.<\/p>\n

A handlebar needs only to be 35cm wide outside-to-outside, which leaves the possibility to have a flared handlebar with 35cm-wide drops, but a much narrower position at the brake hoods.<\/p>\n

Notably, a few brands are already taking advantage of this.<\/p>\n

\"Ribble<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Ribble\u2019s Ultra Bar shows what\u2019s achievable within the current UCI regulations.<\/span><\/figcaption> Simon Bromley \/ Immediate Media<\/i><\/span><\/div>\n

AeroCoach\u2019s Ornix road handlebar, for example, measures 37.5cm wide at the drops, but just 32.5cm wide at the point where the shifters attach.<\/p>\n

The Ribble Ultra SL R<\/a> also has an option for its radical integrated handlebar with 37cm-wide drops and a 33cm-wide shifter position.<\/p>\n

As you\u2019d expect, both brands promise these handlebars offer significant performance advantages compared to more standard options.<\/p>\n

\"AeroCoach<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
AeroCoach\u2019s Ornix handlebar offers an exceptionally narrow position at the brake hoods, paired with flared drops.<\/span><\/figcaption> AeroCoach<\/i><\/span><\/div>\n

AeroCoach claims the Ornix handlebar can save a rider 4.7 watts versus ENVE\u2019s SES aero handlebar<\/a> (in its narrowest 35cm width), when riding at 45kph, and an enormous 21.4 watts compared to a standard, round 42cm-wide handlebar.<\/p>\n

Of course, sponsorship restrictions, as well as the fact that some pro bikes (such as the Canyon Aeroad CFR<\/a>) simply aren\u2019t compatible with third-party handlebars, mean we might not see this exact handlebar used at the Tour anytime soon.<\/p>\n

We wouldn\u2019t be surprised if the big manufacturers take inspiration from progressive designs such as this one, though, especially if their sponsored teams are requesting similar designs.<\/p>\n

\"Jasper<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture><\/div>
Trek\u2019s latest Madone SLR also adopted a flared-handlebar design, albeit in a less extreme form.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

Trek, for example, adopted a flared handlebar for its latest Madone SLR<\/a> aero road bike, and ENVE confirmed its new integrated handlebar<\/a> was designed with input from Poga\u010dar himself.<\/p>\n

Presumably, if Tadej requests an even narrower setup for next year\u2019s Tour, then he\u2019ll get it.<\/p> <\/body><\/html>\n

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