Meanwhile, the Advanced Disc drops 213.6g thanks to the switchover to a full carbon fork over the outgoing model. It’s still designed to offer the aero benefits that hark back to the first TCRs of 1998, but uses a new carbon construction method and refined shaping – claimed to offer improved compliance as well as aerodynamics. Aside from the redesigned and now symmetrical fork, and the new tube shapes, the 2021 TCR still looks very familiar, and some of the details of the previous TCR have giant mountain been retained, albeit lightened and apparently improved. The new Contact SLR carbon bar has also had an aero makeover without going overtly wing-shaped – it’s closer to the Defy’s handlebar – and the cable and hose routing is guided by aerodynamics while still being user friendly. The outer skin of the Advanced SL 0 model is also treated to a whole new process, using ‘ThinLine’ paint. This is claimed to save 65g over Giant’s standard seven-layer paint application on a medium frame.
My test bike arrived during lockdown, so my first rides were restricted to 30-40km solo TTs, which evolved into longer rides through quiet Surrey roads. Strange as it sounds, the TCR’s ride quality played a part in keeping me riding. While we can’t verify Giant’s claims about stiffness, there’s no doubting the scales when it comes to weight. Given that it also includes a seatmast, like-for-like the TCR is lighter than the S-Works giant KIDS BIKES Tarmac and Cervélo R5 Disc at 1,266g for the frameset , and in this build the complete bike comes in at a remarkable 6.7kg. The rear of the saddle is equipped with Giant’s Uniclip port that can accept a wide range of accessories, including a rear light, flat kit, bag, and rain fender. While the new bike is extremely stiff in terms of pedaling efficiency and front-end handling, it nevertheless serves up a highly refined ride.
Even the base model PR-1 alloy wheels get Giant’s new 19mm internal rim profiling and lose weight. The new Advanced Pro 1 chassis loses 131.6g over the current model, with 72g of the weight saving coming from the frame and fork. Finally, the flagship TCR Advanced SL Disc is only compatible with electronic groupsets.
At this point, it’s hard to argue that it’s a very well-rounded machine designed for going fast. But what I can say for sure already is that it’s an awfully entertaining machine to ride. The stack of spacers makes for a rather ungainly look, but lots of that goes away if you run an aggressive position and trim away the excess steerer tube. This is a loaner, however, so I’m not about to lop off a bunch of steerer tube that the next person in line might need. The 42 mm-deep Cadex wheels of my test bike are impressively light and handle decently well in crosswinds.
The TCR Advanced SL is the bike used by CCC Team and represents the top of the TCR line. Interestingly, it’s only available with SRAM RED or Force eTap, while the Advanced Pro and Advanced use Shimano Ultegra and 105 respectively. Both the Advanced SL and Advanced Pro come with integrated power meters and all models include an integrated computer mount. The fork crown area on the TCR has been ‘cleaned up’ by placing the disc-brake calipers down at the hub. Other improvements include new airfoil sections that use truncated ellipse tubing to produce lower drag coefficients at a wider range of yaw angles compared to traditional “teardrop” tubing.