This season looks like it might turn out to be the rebirth of the all-around road bike. After years of specialization, several bike companies are making a move back to the roots of road riding by building bikes capable of delivering all-day riding comfort, yet are still able to compete at the top level of race performance. What is driving that move back to the center could be debated. Is it progress from a manufacturing standpoint where companies can now build bikes that are light, fast, AND comfortable? Or maybe it is just a shift as riders (and thus buyers) are being sold on the idea of the better performance of wider tires, disc brakes, and thru-axles.

Whatever the case may be BMC is fully embracing the shift with their new Roadmachine series. The new bikes get all of the tech innovations mentioned above, plus several more; and they offer it at a really wide range of price points. While yesterday’s introduction from Canyon focused just on the top-end, BMC is debuting the disc-only endurance Roadmachine in three framesets – two tiers of carbon, and one aluminum frame – with build kits from Tiagra all the way up to Dura-Ace Di2.


BMC calls the new Roadmachine a “One-bike Collection” with the idea that it is truly versatile from all-day riding for fun to pinning on a number and racing. The bike is a return to only needing one bike delivering a smooth ride with integrated tech throughout and even benefits from modern aero trickle down. BMC thinks that the new Roadmachine will reshape the endurance category by adding their race level pedalling efficiency and a retuned frame compliance.


BMC claims that the Roadmachine was designed to be the fastest, most high-performance bike in the new (and rapidly growing) endurance road category.

The top premium carbon Roadmachine 1 has a claimed frame weight of 920g (54cm), with a 390g (uncut) fork and a 160g (uncut) D shaped compliant seatpost. The bikes across all specs come in six sizes from 47-61cm. The standard carbon Roadmachine 2 frame fork combo climbs to a claimed 1100g/430g, and the aluminum Roadmachine 3 to a respectable 1270g/420g.

BMC-Roadmachine_carbon-all-road-endurance-race-bike_top-cap-stem-detail BMC-Roadmachine_carbon-all-road-endurance-race-bike_D-seatpost

The top Roadmachine 1 bikes use BMC’s integrated cockpit that combines independent bar, stem, stack spacer, and fork with fully internal routed Di2 and hydraulic routing. The carbon frames also feature an integrated chain catcher that comes off of the downtube, a neatly integrated hidden wedge seat clamp, and the new 15mm offset D-shaped seatpost for tuned flex. The alloy bike syicks with a round 27.2mm seatpost.

The 01 and 02 Roadmachines also feature a unique Dual Stack top cap spacer to provide riders with a choice between a more race-oriented stack (similar to BMC Teammachine SLR) or a taller position (similar to the Grandfondo GF models.)

BMC-Roadmachine_carbon-all-road-endurance-race-bike_fork-dropouts BMC-Roadmachine_carbon-all-road-endurance-race-bike_rear-thru-axle-flat-mount BMC-Roadmachine_carbon-all-road-endurance-race-bike_chain-guide

The bikes use Shimano standard 12mm thru-axles front and rear, and are all disc brake specific, with flat mount compatibility for either 140mm or 160mm rotors. The alloy complete bikes ship with 160mm rotors, while the carbon bikes use 160s up front and a 140mm in the rear. They get tapered 1.125” to 1.5” steerers, PF86 bottom brackets, and braze-on style front derailleur mounts.

BMC-Roadmachine_carbon-all-road-endurance-race-bike_rear-end BMC-Roadmachine_carbon-all-road-endurance-race-bike_seatstays

Tire clearance is 30mm max for the carbon frames and 32mm for the alloy version (or 30mm + fenders). The lesser carbon and alloy bikes also add hidden fender mounts, and rear rack compatibility for the alloy frame.

BMC-Roadmachine-01_carbon-all-road-endurance-race-bike__DuraAce-Di2 BMC-Roadmachine-01_carbon-all-road-endurance-race-bike_Ultegra-Di2 BMC-Roadmachine-01_carbon-all-road-endurance-race-bike_Ultegra

The premium carbon Roadmachine 1 is available in three completes and as a $4700 frameset. The Dura-Ace Di2 version will set you back $11000, while Ultegra Di2 is a somehow relatively affordable $7500. Standard mechanical Ultegra, still with hydraulic brakes will run

BMC-Roadmachine-02_carbon-all-road-endurance-race-bike_105 BMC-Roadmachine-02_carbon-all-road-endurance-race-bike_Ultegra-Di2 BMC-Roadmachine-02_carbon-all-road-endurance-race-bike_Ultegra

The standard carbon Roadmachine 2 will sell for $5300 as an Ultegra Di2 complete, $4000 for mechanical Ultegra, and $3000 for 105.

BMC-Roadmachine-03_aluminum-all-road-endurance-race-bike_105 BMC-Roadmachine-03_aluminum-all-road-endurance-race-bike_Tiagra

Two alloy complete bikes will be available as the Roadmachine 3. A 105 build will retail for $2200, while a Tiagra build will go for $2000.


The new Roadmachines are available now from regular BMC dealers.


  1. I like that Ultegra Di2 disc bikes are getting cheaper. $6k for a Tarmac and now $5300 for this BMC. I figure there is no point in upgrading from an SL4 S-works unless I can get electronic shifting and hydro discs.

    • I agree for the everyday cyclist enthusiast or even amateur racer. In addition to Ultegra Di2, I hope SRAM comes out with a Force eTap with hydraulic discs to compete with complete bikes coming in the $5-6k range in the future.

      In regards to the S-Works level, a lot of the price not only comes from the higher tier carbon fiber, but also the ceramic speed bearings as well. Small gains for a steeper price.

  2. Ever wondered what would be the result if the timemachine and teammachine had a child? Yep, it’s this bike. I like it even though it’s heavier than my teammachine which is already very compliant. Even though I’m still wondering which excuse I would say to my wife in case I show up with yet another BMC at home… 🙂

  3. “32mm for the alloy version (or 30mm + fenders).”

    Clearly someone hasn’t the slightest clue how fenders work!! Going to need a tad more than 2mm.

  4. “What is driving that move back to the center could be debated.”

    In photography, similarly, one can choose between the specialized lenses (aka primes) and the universal ones (zooms). Also, a single lens attached to a single body is the most common configuration.

    That’s the theory, however. In practice one ends up with a bag full of primes and with a zoom lens being the actual workhorse.


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