miércoles, octubre 05, 2016

Cervelo P5X la nueva cabra por "sòlo" 15.000 US$ /contrareloj horaria vuelta a santa pola




No esperes más e inscribete ya en http://www.chiplevante.com o en URBAN RUNNING. — con Avados Alpe, Pablo Balboa y Urban Running

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Cervelo P5X

Creamos la P5X pensando en usted: el triatleta. Perfeccionamos todos los detalles y elementos microajustables que fuera posible. Nuestro enfoque sistemático y que prioriza la ingeniería se hace cargo de sus necesidades únicas, eliminando los factores estresantes típicos del deporte. No olvidamos ningún detalle, tiene espacio modular integrado para guardar lo que necesite y es fácil de ajustar y empacar; con esta bicicleta, especialmente creada para usted, podrá establecer su mejor marca personal.


USTED se inscribió. Dedicó incontables horas al entrenamiento. Se preparó física y mentalmente. NOSOTROS dedicamos más de 3 años a la investigación y el desarrollo, hicimos 150 repeticiones de cuadro, pasamos 180 horas en el túnel de viento e incontables horas de pruebas con ciclistas. ¿El resultado? la P5X, la bicicleta de triatlón más rápida que haya existido jamás. Para que usted logre su mejor marca personal

Sangre, sudor, lágrimas y mucho más han dedicado nuestros ingenieros, a lo largo de tres años de investigación y análisis de datos, para establecer nuestra nueva marca personal: la P5X, la bicicleta de triatlón más rápida y más tecnológicamente avanzada que se haya diseñado.
Desarrollar la bicicleta de triatlón más rápida y más tecnológicamente avanzada que se haya diseñado no es un esfuerzo individual. Para alcanzar nuestra mejor marca personal, optamos por lo mejor de América del Norte. Buscamos a los proveedores más talentosos y confiamos en ellos... con excelentes resultados.el cuadro de la P5X está fabricado por HED Cycling, ubicada en Minnesota. Aprovechando las increíbles habililidades de la compañía con el carbono y su impecable proceso de fabricación, nuestro equipo de ingeniería trabajó en conjunto con el fallecido Steve Hed y su equipo para perfeccionar la P5X.era imperativo identificar a un proveedor que pudiera diseñar un sistema de manillar que cumpliera con nuestros elevados objetivos de rendimiento y seguridad. ENVE Composites, con sede en Utah, más que un proveedor, resultó ser casi una extensión de nuestro equipo

Ya no necesita descifrar tablas geométricas ni elaboradas tablas de tamaños, hemos simplificado la elección de la bicicleta ideal. Nuestra herramienta usa un sistema de calificación que toma sus coordenadas x/y y determina el mejor tamaño a partir de una variedad de ajustes, distribución de peso y perspectiva de manejo. Solo debe ingresar el largo y la altura del cuadro a la almohadilla del brazo, junto con la altura del sillín, para descubrir su bicicleta ideal.

Nos enorgullece que los mejores del mundo usen nuestros mejores productos. Descubra qué dicen los profesionales de la industria sobre la P5x en acción.

Margen de ajuste: esta bicicleta se adapta a varias morfologías. Sirve para la posición baja alta, la posición "normal" y la posición larga y baja. Tiene un margen realista, no hay que ajustarla nada más por ajustarla.

En cada carrera, doy todo de mí. Pienso que esta bicicleta canaliza por completo esa sensación. Está tan bien diseñada que me siento 100% confiado de que me permitirá lograr mi mejor rendimiento el día de la carrera.




Empezamos desde cero y nuestro objetivo era satisfacer las necesidades personales de un triatleta. Años de investigación nos demostraron que debíamos enfocarnos en los sistemas y la ingeniería para mejorar la experiencia completa del triatleta el día de la carrera, así como al entrenar o viajar. El modelo P5X fue creado para cumplir con creces esta promesa. Con un diseño sin limitaciones y una atención excepcional a los detalles, el modelo P5X está creado para inspirar su mejor marca personal.


Nos enfocamos en el diseño de la P5X con la mente abierta. Para comenzar, pasamos un año investigando antes de siquiera pensar en el diseño. Estudiamos las reglas del triatlón, viajamos a carreras en todo el mundo, fotografiamos a más de 14,500 triatletas y catalogamos 4700 configuraciones de bicicletas. Examinamos varias topografías y condiciones ambientales. Entrevistamos a atletas profesionales, grupos etarios y expertos de la industria para identificar cada posible desafío y diseñar cómo resolverlo.

La P5X está hecha con un propósito. Usamos tecnología avanzada de topología para optimizar la distribución del material estructural. Luego diseñamos un cuadro tomando en cuenta todos los elementos de su experiencia y lo refinamos con incontables horas de análisis CFD y validaciones en el túnel de viento. Con opciones de almacenamiento integradas aerodinámicamente y amplias y sencillas posibilidades de configuración, la P5X, sigilosa, rápida y sin concesiones, ofrece un sistema completo ideal para sus necesidades de velocidad, ajuste y uso.

Combinamos el extenso análisis en el túnel de viento con las pruebas llevadas a cabo por triatletas de la vida real, para validar así nuestros datos con logros realistas. Contactamos a 11 de nuestros principales profesionales para que usaran diferentes prototipos durante el proceso de desarrollo. Ellos compartieron sus opiniones con una pasión inquebrantable y, junto con las opiniones de nuestros grupos etarios internos, incorporamos meticulosamente todos los comentarios para fabricar una bicicleta que llevará a todos a alcanzar su mejor marca personal.



La P5X le da el control a usted, el triatleta. El diseño sistemático de la bicicleta fusiona todos los elementos macro y microajustables posibles, y elimina las barreras asociadas con el ajuste, almacenamiento, hidratación, configuración y desplazamiento. Con esta bicicleta diseñada especialmente para usted, tendrá la confianza para alcanzar su mejor marca personal.

La P5X ofrece micro y macroajustes sin precedentes. Cada atleta encontrará el ajuste perfecto para su morfología. Con movimientos rápidos y simples, los ciclistas pueden refinar la configuración y sostener la posición aero todo el tiempo. La P5X tiene un amplio rango de ajuste en el frente, con ajuste deslizable único de la altura del cuadro en 112 mm, ajuste del largo del cuadro en 91 mm, manillar base volteable y ajuste de inclinación de 0 a 12 grados. De altura total ultrabaja, el tamaño de la P5X está diseñado para adaptarse a solo 4 opciones de cuadro: S, M, L, XL.


El sistema de almacenamiento modular fácil de acceder de la P5X satisface las necesidades de todos los triatletas. Ya sea durante un entrenamiento o una carrera, todo lo que necesite para mantenerse, incluso nutrición, kits para neumáticos pinchados, equipo para clima frío y todo lo demás que se le pueda ocurrir, se puede guardar con seguridad en los componentes exclusivos de la P5X: Smartpak, Stealthbox y Speedcase. Con la conveniencia añadida de usar tres botellas redondas ubicadas donde usted lo desee, su rendimiento jamás se verá comprometido.


Desde los primeros entrenamientos hasta el día del transporte y la carrera, diseñamos la P5X para que fuera fácil de usar. La P5X se puede desarmar con solo algunos pernos, usando pocas herramientas. El manillar plegable de dos piezas con una funda acolchada patentada asegura un embalaje rápido y seguro. Colaboramos en la creación de un estuche de viaje Cervélo personalizado para viajar sin inconvenientes al transportar la P5X.


Velocidad = Comodidad + Potencia + Aerodinámica. Las proezas de ingeniería y rendimiento de la P5X reúnen lo mejor del rendimiento aerodinámico mediante las tecnologías modulares integradas y están diseñadas para inspirar más confianza y seguridad en la carretera. Durante más de 20 años, la misión de Cervélo ha sido ayudar a los ciclistas a ser más rápidos. La excelencia aerodinámica fue una parte integral del ADN de Cervélo y el modelo P5X no es la excepción. Fuimos aun más allá, con incontables horas de CFD y más de 180 horas en el túnel de viento, no solo para probar la bicicleta sino para probar nuestro sistema de almacenamiento modular integral. Tuvimos en cuenta todos los aspectos y nos aseguramos de que usted pudiera diseñar su P5X a su medida, para lograr la mejor carrera de su vida, sin penalizaciones por arrastre. Para todos los triatletas, la confianza y el rendimiento son sinónimos. Preciso, ágil y en control, el extremo delantero de la P5X se siente en contacto con la carretera. La rigidez mejorada en combinación con una distribución equilibrada del peso le garantizan estabilidad y manejo durante el viento de costado excepcionales y la mejor transmisión de la potencia. Velocidad. Control. Seguridad. Estos factores fueron la prioridad de nuestro equipo a la hora de seleccionar frenos de disco para el modelo P5X. El sistema de frenos de disco de la P5X no solo contribuye con la aerodinámica sin igual de la bicicleta, sino que también ofrece una modulación excepcional y mayor poder de detención en todas las condiciones con mínimo mantenimiento.

https://es-p5x.cervelo.com
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Cervelo's P5X
DAN EMPFIELD Tue Oct 04 2016
Usually you recognize an iconic moment only in retrospect. We’ve had two in triathlon bike design and technology: In 1989, when the geometry and riding position was first identified and placed into a bike for sale; and in 2005, when Cervelo introduced the P3C, a bike so good it probably is still (with its minor retool in 2013) the best selling bike model in triathlon.

I believe 2016 will be such a year, not because of any specific bike, but because manufacturers finally threw off the chains of the double-diamond design.


Dimond and Ventum started the ball rolling with homages to a generation when Softride, Lotus and Hotta stretched boundaries and imaginations, though not necessarily in geometries that showed an understanding of tri bike position and handling. This autumn TriRig and Diamondback pick up where the brands of yesteryear left off, and Cervelo with its P5X adds an exclamation point to this motif.

Design Imperatives

The P5X began the way all products should begin, once a manufacturer is tired of dinking and dunking. Cervelo’s P2C, Trek’s 2014 refresh of the 2011 Speed Concept, Felt’s IA 10, QR’s PR3, this is dink and dunk. Incrementalism. Nothing wrong with that.But if you want to create a new product platform on which your company intends to hang its hat for years to come, the gold standard in industrial design is to reimagine your product not through your prism but through your customer’s.

Trek was the first to do this in triathlon, with the 2011 Speed Concept. What do triathletes need during the bike ride? Besides the bike itself? Water. Food. Spares and tools. Electronics. That Speed Concept was the first attempt to look at the bike as a system, from the customer’s viewport.Cervelo went through this same exercise, but with a wrinkle: It didn’t take as axiomatic the need for a double-diamond frame architecture.

Bike makers can miss the big picture, as when it recognizes carbon’s ability to escape the prison of tubular shapes, only to make tubular shapes out of carbon (e.g., road handlebars). Cervelo literally began the P5X with a computerized block of mass and whittled away at it until it found what it considers the best shape to date, assuming carbon is the frame material of choice.But there were some caveats. Storage. And the ability to carry a single, or two, or three bottles and to carry them between the arms, on the frame, or behind the saddle, as the rider so chooses.

In other words – and this is important – Cervelo has chosen not to mandate how or where fluid is carried. Maybe the best approach is that taken by Ventum and Specialized, who tell you where the fluid is carried. Cervelo says, “We might think you should place the water in a bladder and bury it in the frame, but our data – literally counting configs on bikes at races – tells us you will most likely ignore our advice and place the bottles on the bike.” Cervelo carves away at that hypothetical mass, revealing what it feels is the perfect shape of the frame. But, this “perfect” shape assumes a frame that will host all our paraphernalia, since so many of us roll our bikes into transition loaded down like the Joad family truck on its way to a new life in California.

Is the P5X a beam bike? Yes. Sort of. What do you call the Diamondback Andean’s shape? I don’t know, but if a Dimond and a Diamondback mated and had a baby the P5X might well pop out.When I first saw the P5X I immediately recalled the Baracchi, the very first Cervelo co-founders Phil White and Gerard Vroomen ever made (though not commercially). The Baracchi, and the P5X, are beam bikes with down tubes designed to continue the aerodynamic continuity of the airflow as it moves off the front wheel and toward the rear.

Storage and Hydration

The P5X has 3 storage elements on the bike, one of which is removable. I am reminded of the Torhans hydration system built specifically for Felt’s DA, and that filled the space between the down and seat tubes. It’s called the Speedcase when Cervelo makes it, and it’s more structural than the Torhans bottle, which it needs to be because on the Speedcase sits bosses for a water bottle cage. This cage can be placed on the Speedcase, or the Speedcase removed and the cage placed on the frame itself.The second storage element is the Stealthbox and I can imagine the groan that came from Cervelo when the Diamondback Andean was debuted last month, which showed precisely the same storage idea in exactly the same place (in front of the crank).Finally, there is place for storage on the top tube, and this “Bento Box” behind the handlebar, called the Smartpak, isn’t simply storage above the top tube, but the storage area continues down into the top tube.

Strategic Partnerships

Last summer only 22 percent of Slowtwitchers felt there was a bright future for disc brakes in tri bikes. Move forward a year, this past June, that number climbed to 30 percent. I was always in the minority, thinking that discs have a future in tri, but only if one company could take on the front end of the bike: handlebars, wheels, fork, brake.In my mind there were 3 candidates: Enve (which made aerobars, CX forks, wheels); SRAM (making disc brakes, aerobars and wheels); and 3T (wheels, aerobars, CX forks). I asked these companies from time to time about such a hypothetical project.

I can only wonder what Enve thought when I asked them what they felt of the prospects of disc brake tri bikes if they were able to make a fork, a bicycle front end, and a wheel that did not contemplate rim braking. What they didn’t tell me was, “We’re in the middle of that experiment right now; we’ll let you know!”

Enve makes the wheels, aerobar and fork on the P5X and when our reader forum asked why SRAM parts and Enve wheels I cryptically said yes, there’s a reason. This partnership is the reason.The other strategic partnership is with HED, which is making the P5X frame. This is worth its own discussion and you’ll find this separately on Slowtwitch.

Main Frame Elements

Some in our reader forum who saw spy shots said it was, “low slung,” even “droopy.” Yes. Were an industrial designer to have his way the beam would have taken more of a straight shot between the head tube and the saddle. It would have looked more racy and, honestly, more appealing to my eye. Two reasons why it isn’t made that way: saddle height adjustability and stand-over height.Saddle height is obvious. Look at the bike. You have more room to adjust the saddle downward with the low-slung beam, and you miter the bottom of the seat post after you have your saddle height determined (so that it doesn’t stick out below the beam).Stand-over height is not simply a nice feature. A lack of such is often a point-of-sale disqualifier.

Adjustability

Beyond the seat post, discussed above, and the wide fore/aft (seat angle) range the Ritchey seat post system gives this and many other tri bikes, the P5X has one of those “why didn’t I think of it” ideas that just makes sense. The aerobar sits on something very much like another, smaller aero seat post. The same wedge mechanism that fixes the seat post sits in the front of the bike and fixes this.

Anybody who owns either a Cervelo P5 or a 2014 or newer Speed Concept knows it takes an act of Congress to change the armrest height once the bike is built. Not so here. This bike is monumentally easy to adjust, every component, every plane, every axis. I couldn’t find a need for more than a 4mm and a 5mm Allen to work on the bike.During the first ride I needed to stop 3 times for minor adjustments: twice to put the seat down, once to put the bars up. Each time it was simply a 4mm Allen bolt, the stop was under a minute, and I was back riding. Not the typical superbike experience.

Ease of Use; and of Travel

Cervelo partnered with Biknd to make a travel case just for the bike. It’s pricey at $800 and change, but it’s exactly for this bike, takes 4 wheels, and paraphernalia. It’s basically this company’s Helium V4 model which sells for $650, but with a number of custom straps and ties just for this bike. Also, this bike takes 12mm thru axles and I don’t know if the standard Helium V4 is prepared for these.

Geometry and Fit

The P5X is built in 4 sizes. The bike uses stack and reach as frame inputs, which means if you use a pad x/y sizing system it’s entirely scalable. They’ve chosen to use x/y to the back of the pad, and the pad is about 90mm long fore/aft, so if your nomenclature goes to pad-center then subtract 45mm and you’re ready for this fit system.

Here is a fit matrix in one page. Cervelo says they’ll use a query/response database system that works pretty much like Felt’s jury-rigged Excel spreadsheet designed to do the same: type in your pad x/y and here are your 2, 3, 4 solutions.Why multiple solutions? Because these matrices overlap, as you can see. If you’re on the low side of a L and the tall side of a M then you’ve solved the fit problem and now you make a handling decision.

While the query/response tool would be useful, I quite like just seeing this matrix. To me, the default position is at the bottom of the parallelogram, halfway between the front and the back of that shape. That’s right in the middle of the fore/aft aerobar adjustability and with the pads slammed. However far my pad y (pad stack) sits above the bottom of that parallelogram that’s how many millimeters I need to pull that seat post like stem up (and yes, there are delineators in 2mm increments on the stem). However far my pad x sits in front of or behind the center of that parallelogram, that tells me what I need to do to make the bike fit (put the pads in a rearward hole, etc.).

What is the max fore/aft range is, per size? About 90mm. Look at that chart; you can figure it out it for yourself in 15 seconds. It’s that easy.

You shouldn’t use standard Cervelo sizing you’re familiar with to make your decision; nor should you rely on another bike company’s determination of S, M, L and XL. I’m a size L in a Speed Concept. I could be either an L or an XL in a P5X. I rode the L. It’s fine. But I would have to think hard about the XL, quite frankly.One final note on fit. The pursuit bar, as you might can tell, is palindromic, and can be angled up (maybe 15 degrees?) or down. It’s also made in 2 pieces, which is brilliant! It makes this bike so much easier to pack for travel!

Disc Brakes

No, this is not a mechanical system. It’s hydraulic. Yes, there are mechanical cables. The TRP brakes used in this bike have their fluid cylinders at the caliper. These are flat-mount, reasonably aero (as disc brakes go) calipers that are a thematic fit for this bike.How are these brakes? Okay. They stopped the bike. I much, much, much prefer messing with these than messing with brakes between the fork legs or behind the bottom bracket. Just give me a standard set of brakes, like on my road bike, or give me disc brakes. I’m tired of farting around with brakes underneath the bike.

How it Rides

I rode it up, I rode it down, I rode it around corners, in the wind, on the flats, I rode it in the saddle and out. I can’t image what I would’ve wanted to do with this bike that I didn’t have the chance to do in the two days I was aboard it. (If you're wondering why there's a couple of pics of an old fart on this bike above and below, that's me, testing it out.)

Let’s get to it. What was my impression?

I am not a weight weenie. If you are, this is not your bike. It’s probably two pounds heavier than a typical fairly lightweight tri bike. Maybe more than two pounds. But I am not bothered by this, because I remember what bikes weighed when I started bike racing.My very first concern was whether there were any noises or rattles in the bike, because of all the storage options. None. So far, so good.The bike rides very solid. I did not notice any passive suspension in the beam which is either a good or bad thing depending on whether you want any. There is absolutely no smoosh to this bike owing to the lack of tubes (seat stays, down tube). It is every bit as solid and stiff, and more, than any tri bike I’ve ever ridden or any road bike for that matter.

It handles ably. It is fine in the wind. The only problem anyone will have with this bike is the typical problem you’d have with the 70mm front rim this bike comes with. The first thing you’ll need to do is buy a 40mm wheel for windy days, because you can’t come to every race with a 70mm wheel and assume you’ll be fine.I liked the bike. There are plenty of bikes I don’t like. What would I change? The extension shape of the Enve bar. The tallest point on that bar is not planar with the armrests. I do like the Enve armrests. Fortunately, extensions you can swap out. The image above is of the bike I rode and I'll confess something: I Photoshopped it. I "cut" the seat post off below the beam, and I flattened the extensions the way I'd ride them. This lets me (and maybe you) see more of how that bike would be if I owned it. Oh, and I whacked off the behind-the-saddle cage. I don't like my bottles there.

Aerodynamics

I’m going to tackle this in a separate article. It’s too big a subject. What I can’t say is, “This bike is fast!” I can’t say it because I don’t know it. Nobody would, or could, based on a few rides. It either would require extensive field trials or testing of another sort, and I’ll discuss this elsewhere.

Price

The magic question. This bike, with SRAM eTap, Enve wheels, ISM saddle and so forth, will set you back $15,000. If you’re on a budget, how about $11,000? That’s its price with Ultegra Di2 and a set of wheels HED makes for this bike.Is there justification for this price? Is there value in exchange for the price paid? Not in any kind of straight line scale of payment and consideration in return. But that’s not the point of this bike.

Felt’s final iteration of its DA, when first announced – and this goes back some years – was according to my memory something like $12,000. I see the P5X now as I saw the DA then, as a halo bike that kick-started a platform. I did not expect Felt’s DA or for that matter its first IA to remain their original introduced prices (year over year).

Likewise I expect that in years to come this platform will be available for prices that you and I might find more palatable. Except, that is, if the “you” I’m talking to are quite fine with $15,000. This is where we lay our culture wars aside and say, bless your hearts you one-percenters, please be an early adopter and pave the way.

http://www.slowtwitch.com/Products/Tri_Bike_by_brand/Cervelo/Cervelo_s_P5X_6047.html

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KONA 2016 – CERVÉLO P5X – FIRST LOOK
October 4, 2016 · by aerogeeks · ·
It’s time to take a break from our Interbike coverage and make a foray to the Hawaiian Islands – yes that’s right, its Kona time. And to launch our new gear at Kona coverage we have a bike that has been long rumored, even briefly (though cryptically) announced – the Cervélo P5X. A bike designed from the ground up to get triathletes from T1 to T2 as fast as humanly possible.


The Cervélo P5X

So let’s start with the name. Why the P5X and not the P6. Cervélo uses 3 levels of bikes and each and every series they do includes a 2, 3, and 5 for good, better and best. Whereas the P5 was designed for both time trials and Tri, the P5X was designed without any limitations or restrictions from UCI to specifically address the needs of all triathletes. It isn’t meant to replace the P5. This is a new platform of triathlon-specific bikes that still falls under the P-series category at the highest level, (hence the 5) and the added “X” is a call for its specificity.

p5x-angle

Now that we got that out of the way let’s talk about what exactly the P5X is meant to be – the most configurable, adaptable, and adjustable bike that Cervélo could develop. “With the P5X, we’ve developed multiple micro and macro adjustment possibilities and an entire range of easy to access storage products. Whether training or racing, everything that is needed has been considered and can now be securely stowed in the P5X’s exclusive Smartpak, Speedcase and Stealthbox components,” says David Killing, Senior Designer.

front-head-tube

Capable of storing up to 3 water bottles, all the nutrition needed for an Ironman, flat kit, cold weather gear and just about anything else you can think of, the P5X can carry everything you really need with no drag penalty.In addition to this, the adjustability allows every athlete’s morphology to find their fit with quick and simple adjustments, featuring a wide front end fit range through a unique 112mm sliding stack adjustment with 91mm reach adjustment, a flip-able base bar and 0 to 12-degree tilt adjustment.


Cervélo partnered with Hed Cycling Products and ENVE Com-posites — to design and manufacture the P5X. Cervélo’s partnership with Hed enhanced what Cervélo could do with their carbon manufacturing, and their collaboration with ENVE tackled the design of the bike with ease of assembly and deconstruction in mind. Together they created a fork/handlebar system that fulfilled the requirements of today’s triathletes through a split aerobar folding into a holster, offering ease and safety in packaging and shipping. They then partnered with BIKND to engineer a P5X specific bike traveling case to make travelling with the P5X safe and stress-free as possible.


Cervélo spent 180 hours in the wind tunnel combined with extensive CFD analysis on the development of the P5X along with countless hours in real life conditions. The result is a bike that bests the already very fast P5 in almost all angles of yaw (at least the ones we care about). Cervélo tells us on average the P5X is 30 gr faster than the P5 from +15 to -15 yaw angles in a full Ironman set up. They also observed that the P5X can be up to 90gr faster at 0 yaw.The P5X also features a disk brake with flat mount, for more safety and improved stiffness making it precise and responsive. Braking is provided by TRP-25 Centerlock 2-Piece 160mm rotors. The rear dropout is a vertical dropout for faster and easier tire removal.
Cervélo designed the P5X with 3 ‘modular’ easy-to-access storage systems. The top tube Smartpac features a removable floor allowing extra in-frame access to carry all the nutrition you need and/or a little extra, such as a phone or keys.

riser-post-measurements

An in-frame Stealthbox and a down tube Speedcase allow for stress-free packing of tools, emergency rations, weather gear, back-up fuel and even a tubular tire.

stealthbox

The P5X also holds 2-3 regular round bottles placed in the most aerodynamic position regardless of your choice. Bottle mounts are located behind the seatpost, on top of the Speedcase, and between the arms.

speedcase

Cervélo tells us that the end result is that you can carry the entire list below and still have room for more.

1 Bar
2 packs of chews
8 Gels
6 salt tablets
3 25oz water bottles
2 tire levers
2 Co2
1 Co2 head
1 multi tool
2 tubes
Weather gear (light vest, arm and leg warmer)
Phone
Key
The storage boxes are removable and washable. Cervélo tells us the boxes have no impact on aerodynamics and you can remove or install at your discretion and need. Oh and as to why the StealthBox is located on the drive side – when you lay your bike down you lay it on the non-drive side, hence the need to access it on the drive side.The stem cover itself hides the electronic junction box for for no-tool required access for adjustment and charging.

Geometry

The P5X will be available in 4 builds – S, M, L, and XL. On all builds Cervélo has strived to have a low overall standover height. Full geometry is below:
As we mentioned at the top the P5X features a wide front end fit range through a unique 112mm sliding stack adjustment with 91mm reach adjustment, a flip-able base bar and 0 to 12-degree tilt adjustment. One 4mm Allen wrench can be used to adjust both stack and reach.The stack adjustment and seatpost both feature integrated height markings to make building after travel easier. The seatpost itself utilizes a single bolt for adjustment. The saddle clamp allows fore-aft adjustments from 74deg to 81deg effective seat angle.



Builds


The P5X features SRAM RED eTap system, including SRAM crank, and ENVE 7.8 wheels and is available from 4th October 2016 at 80 select Cervélo retailers around the world, including 35 North American shops priced at $15,000 USD.The second build will showcase an Ultegra Di2 groupset, a Rotor crank and Hed 6.9 wheels. Available from 1st December, it is priced at $11,000 USD.The aforementioned fully customized Cervélo travel case, co-developed with Biknd to make travelling with the P5X safe and stress-free, comes as an option for purchase at a cost of $849.

Our Thoughts

While the look may be divisive – even at AG HQ some editors love the look while others are not quite fans. We have to love all the thought that went into this bike. Starting with the ease of travel – going so far as to create a holster for the removable basebar and a bike specific travel case. Adding to that multiple storage options for anything you could need under the sun (which is quite bright over the lava fields of Kona). And then making it fast – specifically faster than the P5. Yeah we really want to spend some quality time with it.


But we do have to mention our big concern when it comes to the P5X – the price. When $11,000 is what gets you in the door we have to cringe a bit. While we can see all the work and thought that has gone into this bike – it doesn’t change the fact that it is A LOT of money. This isn’t the bike we expect to see at our local transition just yet. But what we do think is that this bike’s technology and ideas will trickle down very quickly to Cervélo and other manufacturers lines and we will see those bikes at the local coffee shop in just a few years’ time.



And if you are looking for ride impressions – unfortunately, while Cervélo invited us last week to Kona to spend a week not only with the bike – but riding it on the very conditions athletes will be facing this Saturday, we had to decline (the littlest AeroGeek wanted to see his parents after their time at Interbike and we also just had an AeroGeeks wedding and honeymoon to get over). So that means for now we are limited to pictures and words. But the good news is that we have no doubt Cervélo will be getting us a bike to spend some real time with in short order. So stay tuned for the latest on the P5X and some other great new tech from Kona and check back after Kona for our full review of the P5X.

http://aerogeeks.com/2016/10/04/kona-2016-cervelo-p5x-first-look/

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Con el strava fuera de servicio sòlo tenìa el cuenta km para controlar el rendimiento . Hoy no estaba muy espabilado, el viento venìa del mar y en contra casi todo el tiempo, excepto en el tramo de la carretera hacia elche .
La velocidad media èsta vez 29,1 km/h , la velocidad màxima 60 km/h, la distancia 30km y el tiempo algo màs de una hora para un desnivel de 190 m , gastando màs de 650 calorìas.

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