Here’s our first actual hands-on look at the new 2012 Cervelo P5 up close. After months of anticipation and speculation (here, here and here), the bike has made its official debut. The Canary Island of Fuerteventura is providing us with an incredible backdrop to see this bike first hand for its public release. As you can see from all of the pictures that leaked out earlier this week, this new TT/Tri offering from Cervelo has an incredibly fast, clean, simple look as well as incredible sex appeal. More detailed pictures and information after the break…
UPDATED: Sizing, Full Geometry, and More Info after the break!
The P5 mini site URL released last week could be considered the bike’s mission statement. Simply Faster has been a theme for the past few days, from the new frame design, to some of the added features, this setup strives to achieve simplified design while increasing speed. Cervelo focused on four major zones to improve upon. The Frame, Aerobar, Brake, and Storage/Hydration areas have all seen significant changes and improvements.
First things first, the P5 frame. It’s a leap forward from any of their previous offerings with some genuine innovation in the mix as well. Featuring a “Comfort Ply” carbon layup which was created for the Cervelo CA project lends a platform that is not only incredibly stiff, but is said to be extremely compliant. DNA from the S5 can be spotted throughout the new Tri/TT module. The tube shapes throughout the P5 have “Zoned” airflow designs to optimize true aero shapes. Beginning from the front, the new “True Aero” head tube is still 1 1/8″ and is a perfect aero match for this frame. This design is simple, and has proven to work well. There will be two different fork options available, both of which are set wide to increases stiffness and reduce weight. One fork is UCI compliant, and another option that is not UCI compliant (designed exclusively for triathlon use.)
Along with changes to the head tube come changes to the downtube and bottom bracket area. This frame is now using the BBright system found on the R5 and S5. At first glance, the new downtube looks like a slightly amplified version of what is found on the S5. No more useless built-in water bottle, this downtube/bottom bracket junction is all business.
Inside of the area seen above the bottom bracket is the new “Hidden Pocket.” This area seamlessly hides a Shimano Di2 battery completely from the wind saving 10-20g of drag. Cervelo claims that if your bike is not equipped with Di2, the Hidden Pocket can be used for stashing accessories or flat kits, though it’s practicality is difficult to gauge without actually using it as such.
Another redesigned zone for this bike is the seat tube area just under the top tube. At almost twice the length of the P4 (and still UCI compliant!) this area is extremely aerodynamic. Based on their extensive wind tunnel testing of the bike, Cervelo claims the new design is capable of saving 6-11 watts or roughly 30 seconds over the course of a 40 kilometer time trial.
I should also mention that this frame is going to be compatible with almost anything available aftermarket industry wide. The P5 frame works with any type of stock brake, aerobar, stem, or wheelset. With the new geometry it will also fit a much wider range of athletes than some other super aero TT bikes available.
Sizing wise, both versions of the P5 will be available in 6 different sizes, ranging from 48 to 61cm, with only the smallest 48cm size rolling on 650c’s. Like many other TT/Tri bikes based on its use, the P5 can be set up with either a 75 or 79 degree seat tube angle.
The new aerobar being made by 3T that will come on the non-UCI versions of this bike are not only extremely adjustable, they also look the part.
While Cervelo is responsible for the CFD and wind tunnel testing of the new aerobar system, the bars themselves are being made by 3T. Named the ADURO, the new bars will be coming on all of the non-UCI P5 options. Due to exposed cables adding up to 40 grams of drag when compared to internal cables, the P5’s bar system hides 100% of the cables and housing, while still remaining incredibly adjustable for many different rider styles and fit requirements with interchangeable arm rests, risers, and telescoping extentions. The ADURO aero bars will have three macro height adjustments (40, 60 & 105mm) along with smaller 5mm micro adjustments. Stem length will be set at 90mm, and have an additional 50mm of fore/aft adjustment for just about any reach specification needed. In addition to a super clean design and simple adjustment options, the bar will also come stock with a horizontal water bottle mounting point, and an integrated computer mount. Aftermarket availability hasn’t been specified, although Cervelo is quick to point out that the ARDUROs fit a standard 1 1/8th steerer, and will fit all currently available brake levers and shifters.
Hydraulic integration has been a massive point of speculation recently. It is confirmed that Magura is the new partner working with Cervelo to now have the world’s only fully integrated hydraulic brake system available on the road today. Interestingly, Magura has gone with a center mounted brake which is the current road brake mounting standard. There have been some rumors floating around recently regarding a possible post mount standard for hydro TT brakes which if it exists, Magura chose not to use. Obviously, this is a benefit for current tri bike owners who may want to retrofit their bikes with the RT8TTs.
The Magura RT8TT brakes weigh a svelte 495g (calipers, hydro hose, fluid, levers and all mounting hardware), which is by far the lightest brake configuration available for any road bike. A very interesting piece of trivia is that one meter of hydraulic hose WITH oil weighs 5g, while the same length of brake housing and cable is 70g. The RT8TT system is a closed system, much like the original Magura HS 33 brakes.
Along with the increased modulation and power comes further aero benefits. The Magura front brake even without the aero cover found on the non-UCI P5 is still about twice as fast as a standard brake caliper (wind tunnel and CFD tested.) This brake setup will fit all wheel sizes and handlebar diameters, and will be available for aftermarket sale for your TT/Tri bike sometime later this year. Unfortunately right now, there is no option to use the Di2 brake/shift lever with the Magura RT8TT system, though you can of course still use Di2 aero bar shifters.
In addition to technology revisions on the frame, aerobar, and brake system come well thought out accessory and storage options. As mentioned above, the bike will come stock with a bottle positioned horizontally between the aero bars. The hidden pocket will be a place to stash a flat tire kit, or your Di2 battery. There are two bolts that exist on the top tube behind the steerer tube to install a bolt on bento box offered by a few aftermarket companies. Xlab has already created a new wing system to work with the updated seatpost design. All of the new storage and hydration features have been designed and positioned to reduce drag and increase simplicity.
Keep a look out for a first ride review post. We will be taking this bike out for a few hours this week, and will be able to get a good idea how it feels on a longer ride. Considering how windy it is here in the Canary Islands, this setting is going to be a great place to find out how this bike will ride in extremely heavy crosswinds and headwinds. The P5 should be available to consumers starting this march with pricing as stated below:
- TT Frameset – $4500 – UCI fork, no aerobar
- Tri Frameset – $6500 – with 3T Aduro bar & non-UCI fork
- DA Complete – $6000 – with complete Dura-Ace mechanical group, standard aero bar & UCI fork
- Di2 Complete – $10,000 – with complete Di2 group, non-UCI fork & 3T Aduro bar
