Specialized Tricross Comp Review (DIRT RAG)
(By: Brad Quartuccio, Dirt Rag, Issue #121) ::
Tester: Brad Quartuccio
Age: 24
Height: 6'2"
Weight: 165lbs.
Inseam: 34"Vital Stats
Country of origin: Taiwan
Price: $1700
Weight: 21lbs. (without pedals)
Sizes available: 49, 52, 54, 56, 58 (tested), 61cm
Contact: www.specialized.com
Freeroading.
Specialized touts the Tricross as a freeroad bicycle, capable of fast paced road riding, light singletrack and everything in between. That in between gives ample room for commuting; rarely a pure road riding or consistent dirt endeavor and exactly what Specialized is going for in the freeroad market. "Freeroading" itself is a term made up at Specialized seemingly to describe what many of us are already doing, much like the "freeride" label it borrows from. The Tricross is made for people who can't settle on one surface for a given ride.
When going from a mountain bike background to the road, a cyclocross bike is seen by many to fill the gap between the two disciplines. Road bikes can be twitchy, fragile machines to the usual off road cyclist whereas 'cross bikes sit higher with less aggressive handling characteristics but nonetheless feel like rockets compared to mountain bikes. The Tricross is a further adaptation of the cyclocross concept more tuned for what riders are using these bikes for, exploring and commuting, rather than the traditional Euro roots of 'cross. The goal is a lightweight, comfortable package utilizing the best technology available for the price. The 3.5lb. aluminum frame, carbon fork, lightweight wheels and vibration damping Zertz components make an interesting total package.
The inaugural ride on my test Tricross was exactly the situation us seasoned riders tell folks to avoid racing on fresh, unfamiliar equipment. Alleycat racing is far from sanctioned, but racing it is, on open city streets and this particular one was held at night. Bikes such as the Tricross are well suited for the task of racing on the roads, rail-trails and through the city parks that this race consisted of. First impressions were that the Tricross is a very stable machine capable of keeping pace over varied terrain exactly as Specialized intended.
The majority of the miles for this test were logged commuting both to and from work and on errands around town. Early on I switched out the supplied 32c tires for something a bit more svelte at 25c, which helped to speed up the on-road ride. Fender clearance isn't an issue, which is clutch for commuting. This bike is sporty, though it definitely has a relaxed feel as compared to a modern road bike.
Specialized has always been adept at pushing the boundaries of what most people consider normal. The frame features an integrated headset and a beautiful top tube that flattens out just before it meets the seat tube and provides a nice shoulder shelf for those inclined to hoist their bike so. This double-butted aluminum frame is mated to a carbon 'cross fork featuring Zertz inserts. Zertz is an elastomeric material that Specialized has pioneered for use in bicycles to damp vibration before it reaches the rider. On the Tricross, the carbon fork and seatpost, along with the aluminum handlebar, feature Zertz inserts or wraps. Frame geometry also differs from the norm, as the Tricross frame has a relaxed head angle when compared to contemporary road bikes, a bottom bracket height comparable to a cyclocross bike and chainstays that are 450mm long, nearly touring length. Numbers-wise, this adds up to a bike with parallel 72.5 head/seat angles, a 575mm top tube and a relatively long wheelbase at 1028mm in the tested size.
Besides the aforementioned Zertz equipped components, spec consists of 9-speed (12x25t) Shimano 105 and Ultegra components, Shimano cantilever brakes, a 48x34t FSA outboard bottom bracket crankset and house brand Roval wheels. The Roval wheels are stunning in appearance, with five spoke high flange hubs, v-section rims and a low 20/24 spoke count for a total weight of 1815g for the wheelset. Those who know wheels know that large flanges, v-section rims and radial lacing all contribute to a stiff feeling wheel combining all three creates a strong, yet harsh ride.
This brings me back to the overall ride of the Tricross. For all of the efforts to create a comfortable ride with a carbon fork, Zertz inserts and even gel-backed bar tape, I didn't find the Tricross particularly forgiving. In fact, even with the supplied 32c tires the Tricross seemed more harsh than any of my personal steel frame and fork 700c bikes. I attribute much of this to the Roval wheels and the aluminum frame if vibration damping is paramount, it seems counterintuitive to spec ultra stiff wheels that thus transfer more of the road feel to the rider, not less.
On the road, I found the Tricross slower than my road bike due to the lower top gear and less aggressive geometry; on light trail it seemed as capable as any other 'cross styled bike I've ridden. Singletrack riding will have you wishing for a larger max cassette for a lower overall gear, as the 34x25t granny sometimes doesn't cut it. Like a Swiss-Army knife, the Tricross is a capable performer of many tasks yet not a standout at any one of them. Such is the nature of compromise this bike is best suited for those looking for a second bike to do a bit of everything on rather than someone looking for a true road or cyclocross machine.
The Tricross achieves what it set out to do in terms of being capable of handling varied surface conditions in a single ride. I think that with a more traditional wheelset and larger range cassette, the Tricross could be a much more comfortable and versatile bicycle. As it stands, this bike is a looker worth consideration for the commuters and do-it-all riders out there.
Tester: Brad Quartuccio
Age: 24
Height: 6'2"
Weight: 165lbs.
Inseam: 34"Vital Stats
Country of origin: Taiwan
Price: $1700
Weight: 21lbs. (without pedals)
Sizes available: 49, 52, 54, 56, 58 (tested), 61cm
Contact: www.specialized.com
Freeroading.
Specialized touts the Tricross as a freeroad bicycle, capable of fast paced road riding, light singletrack and everything in between. That in between gives ample room for commuting; rarely a pure road riding or consistent dirt endeavor and exactly what Specialized is going for in the freeroad market. "Freeroading" itself is a term made up at Specialized seemingly to describe what many of us are already doing, much like the "freeride" label it borrows from. The Tricross is made for people who can't settle on one surface for a given ride.
When going from a mountain bike background to the road, a cyclocross bike is seen by many to fill the gap between the two disciplines. Road bikes can be twitchy, fragile machines to the usual off road cyclist whereas 'cross bikes sit higher with less aggressive handling characteristics but nonetheless feel like rockets compared to mountain bikes. The Tricross is a further adaptation of the cyclocross concept more tuned for what riders are using these bikes for, exploring and commuting, rather than the traditional Euro roots of 'cross. The goal is a lightweight, comfortable package utilizing the best technology available for the price. The 3.5lb. aluminum frame, carbon fork, lightweight wheels and vibration damping Zertz components make an interesting total package.
The inaugural ride on my test Tricross was exactly the situation us seasoned riders tell folks to avoid racing on fresh, unfamiliar equipment. Alleycat racing is far from sanctioned, but racing it is, on open city streets and this particular one was held at night. Bikes such as the Tricross are well suited for the task of racing on the roads, rail-trails and through the city parks that this race consisted of. First impressions were that the Tricross is a very stable machine capable of keeping pace over varied terrain exactly as Specialized intended.
The majority of the miles for this test were logged commuting both to and from work and on errands around town. Early on I switched out the supplied 32c tires for something a bit more svelte at 25c, which helped to speed up the on-road ride. Fender clearance isn't an issue, which is clutch for commuting. This bike is sporty, though it definitely has a relaxed feel as compared to a modern road bike.
Specialized has always been adept at pushing the boundaries of what most people consider normal. The frame features an integrated headset and a beautiful top tube that flattens out just before it meets the seat tube and provides a nice shoulder shelf for those inclined to hoist their bike so. This double-butted aluminum frame is mated to a carbon 'cross fork featuring Zertz inserts. Zertz is an elastomeric material that Specialized has pioneered for use in bicycles to damp vibration before it reaches the rider. On the Tricross, the carbon fork and seatpost, along with the aluminum handlebar, feature Zertz inserts or wraps. Frame geometry also differs from the norm, as the Tricross frame has a relaxed head angle when compared to contemporary road bikes, a bottom bracket height comparable to a cyclocross bike and chainstays that are 450mm long, nearly touring length. Numbers-wise, this adds up to a bike with parallel 72.5 head/seat angles, a 575mm top tube and a relatively long wheelbase at 1028mm in the tested size.
Besides the aforementioned Zertz equipped components, spec consists of 9-speed (12x25t) Shimano 105 and Ultegra components, Shimano cantilever brakes, a 48x34t FSA outboard bottom bracket crankset and house brand Roval wheels. The Roval wheels are stunning in appearance, with five spoke high flange hubs, v-section rims and a low 20/24 spoke count for a total weight of 1815g for the wheelset. Those who know wheels know that large flanges, v-section rims and radial lacing all contribute to a stiff feeling wheel combining all three creates a strong, yet harsh ride.
This brings me back to the overall ride of the Tricross. For all of the efforts to create a comfortable ride with a carbon fork, Zertz inserts and even gel-backed bar tape, I didn't find the Tricross particularly forgiving. In fact, even with the supplied 32c tires the Tricross seemed more harsh than any of my personal steel frame and fork 700c bikes. I attribute much of this to the Roval wheels and the aluminum frame if vibration damping is paramount, it seems counterintuitive to spec ultra stiff wheels that thus transfer more of the road feel to the rider, not less.
On the road, I found the Tricross slower than my road bike due to the lower top gear and less aggressive geometry; on light trail it seemed as capable as any other 'cross styled bike I've ridden. Singletrack riding will have you wishing for a larger max cassette for a lower overall gear, as the 34x25t granny sometimes doesn't cut it. Like a Swiss-Army knife, the Tricross is a capable performer of many tasks yet not a standout at any one of them. Such is the nature of compromise this bike is best suited for those looking for a second bike to do a bit of everything on rather than someone looking for a true road or cyclocross machine.
The Tricross achieves what it set out to do in terms of being capable of handling varied surface conditions in a single ride. I think that with a more traditional wheelset and larger range cassette, the Tricross could be a much more comfortable and versatile bicycle. As it stands, this bike is a looker worth consideration for the commuters and do-it-all riders out there.
posted by Ryan Amirault at Sunday, May 14, 2006
