BMC calls the substantial overhaul of the Teammachine SL01 an evolution of the race bike that has been ridden to a road World Championship, a Tour de France title, and a number of Grand Tour stage & World Tour wins along the way, with its latest major update back in 2013. While building off the same race-winning construction, geometry & ride character of the lightweight race bike’s predecessor, the new Teammachine incorporates the more integrated design approach that BMC refined in their popular Roadmachine endurance road bike last summer. It also adds braking flexibility, offering rim brake & disc brake versions that lets racers pick which bike suits their riding style best, without any compromise in all-around performance. Check out the full details of both bikes…

BMC Teammachine carbon road race bike

Underneath the new more sleek look of the new Teammachine, BMC has incorporated new carbon tech to the revised tubing shapes to match the excellent weight, stiffness, and compliance numbers that the previous generation of the bike already excelled at. With the new look also comes a lot more integration, like we see around the industry, that BMC says allowed them to add improved aerodynamics to the bike while keeping low weight and its all around race character.

Integration starts up front with an integrated cockpit system (ICS) that sticks with separate bar & stem for flexibility (and rider choice), but neatly integrates the stem & spacers into the headset & headtube to create a system with a small frontal area that can hide cabling while maintaining fit adjustability. BMC also includes a space inside the top of the downtube for one of the new integrates Di2 junction boxes that was introduced with the new Dura-Ace R9100 series. Curiously the integrated cockpit doesn’t seem to show up on the rim brake bikes or frame modules at all, with no rim brake Di2 builds (and only on the SLR01 Disc completes & frame modules.)

Teammachine SLR

BMC developed the new Teammachine with the same Accelerate Composites Evolution (ACE) tech that they used in the previous generation. Basically they claim that using a more advanced ACE computer simulation setup, they are able to run through digital prototyping of the actual carbon construction in a way that their still can’t match. BMC claims ACE enables them to develop a much more refined carbon layup for the aerodynamically optimized bike to deliver a balance of ride stiffness & compliance that outperforms the competition’s more trial-and-error prototyping processes based on less integrated FEA & aero simulations. ACE was also key in developing the new asymmetric frame and fork designs that play a huge role in the optimized performance and ride quality of the new disc brake Teammachine.

Improving over the already well-received prior generation, the new Teammachine claims improved bottom bracket stiffness in both brake versions for even quicker acceleration and more vertical compliance to long day comfort in the saddle. All the while BMC kept the same overall torsional stiffness for predictable, lively race handling. Through ACE layup work they were even able to deliver consistent torsional stiffness across the entire size range, something many bike makers fail to achieve.

Integration continues at the seat cluster for all bikes with a new hidden wedge-style seatpost clamp for the new proprietary D-shaped post that both improves aerodynamics and allows for more seatpost flex for comfort at the saddle.

Internal cable routing gets improved, whether for mechanical shifting where shift cables take the place of the Di2 junction box in the top of the downtube and a new Dynamic Cablestop in the headtube is able to let the rear brake cable pivot a bit as the handlebar is turned to reduce stress on the stop, or electronic shifting that can be routed completely internally through proper bar & stem setups.

The rim brake bike also gets improved tire clearance and better braking thanks to the added stiffness of direct-mount rim brakes, and a new sandwich direct mount Shimano rear derailleur hanger.


Teammachine SLR Disc

The new disc bike shares all of the same carbon layup, new integration, and tube shaping improvements of the rim brake Teammachine, plus it gets a few tricks of its own and even more asymmetric tech.

It gets a completely new, disc-specific fork design with a 20% larger left leg to withstand braking forces, while maintaining a balanced ride feel and light weight. Similar refinement happens in the non-driveside chainstay and together results in a Teammachine SLR Disc frame at 815g that is only 25g heavier than the prior rim brake bike.

The disc brake fork also gets a unique Direct-Frontal flat-mount disc caliper interface that mimics the solution in the rear, getting rid of adapters and a few precious grams along the way, but also making the fork 160mm rotor specific.

The disc bike also gets an updated lighter version of the thru-axle dropout and sandwiched derailleur hanger that they first crafted for the Roadmachine.



SLR01 Disc ONE & SLR02 Disc Two

In either rim or disc brake versions, the new Teammachine SLR is available in a six size range from 47cm up to 61cm. It will come in two frame spec levels for each braking version – Teammachine SLR01, Teammachine SLR02, Teammachine SLR01 Disc & Teammachine SLR02 Disc – with a number of Shimano & SRAM spec’d complete bikes in a few colors, plus frameset modules (frame, fork, seatpost, headset, stem & out-front GPS/camera mount) also available.

all courtesy BMC, riding photos by Philipp Forstner

Pricing hasn’t yet been set, nor expected dates for retail availability.

As a very interesting parting note, you may notice that some of those bike pics have blacked out components on them. BMC has told us that we can expect new, updated photos in about a week’s time. But what we can for sure see looks like new direct-mount Shimano rear derailleurs in both mechanical & Di2 (Ultegra?) and new rotor design, plus maybe new crankset, front derailleur & brake calipers!


    • ebbe on

      OPEN U.P.P.E.R has the exact same solution. Looks a lot nicer indeed, but I wonder how it will work with the Campagnolo disc brakes. You’d probably have to use a rear brake caliper on the front 😉

      • Rob on

        this solution is great as long as you want to run a 160 front rotor. And the Campy front caliper is 160mm only, being flat-mount with no adapters… as far as saving weight? I dont really care about a few grams, but is a 160 with no adapter really lighter than a 140 with adapter? I just put the shimano front flat-mount adapter on a scale: 12g. 140mm rotor (SM-RT99 centerlock): 95g. 160mm rotor (SM-RT-99 centerlock) 117g. So, the 140 set-up with an adapter is 10g lighter than a 160 set-up with no adapter.

        The point is: 1) Don’t tell me that you made a 160mm only fork to save weight. 2) Has someone somewhere decided 140mm front rotors are on the way out?

        • Gnarcel Kittel on

          Neutral Support on world tour races only carry wheels with 160 Rotors front and rear, so UCI (even though a decision on discs overall hasn’t been made) have made the decision. I know as a 205 lb person, 140s up front feel a little on the weak side. Still great stoppers, but I wouldn’t hate a little extra

        • Mike on

          Yes, but a 160mm front without an adapter is lighter than a 160mm front with an adapter. You just have to decide you want to save weight AND only run a 160mm rotor. On the other hand, a 140mm without an adapter would be even lighter still….

          Point being, you lose flexibility but gain weight savings at a given rotor size. But that’s the tradeoff.

        • ebbe on

          I don’t think that a 160mm without adapter is lighter than a 140mm with an adapter at all. It is lighter than a 160mm with an adapter though. And seeing as 160mm (at least up front) seems to be(come) the norm (also see UCI standards), the thinking isn’t that strange. And this looks better, which was my point.

          I do however know for sure that it would be impossible to mount a Campagnolo front caliper on this fork, despite the fact that Campagnolo is 160mm front only. It just would not fit. You’d have to use a rear caliper, which they’re not selling separately.

        • Dylan on

          You have your questions the wrong way around.
          1) UCI and the majority of users have indeed decided that 140 rotors are on the way out. Funny that you don’t fault Campy for making the same decision.
          2) Given the decision has been made to standardise on 160, why make a fork that will require the vast majority of users to run an adapter, when it would be simpler and lighter not to?

          I guess incompatibility is what Campy get for being late to the party, with a product that doesn’t use the flat mount standard the way it was intended (or at least how it’s competitors are using it). OTOH, on this fork the Campy front caliper would let you run a 180mm rotor without an adapter, which actually sounds pretty good to me:)

  1. MS on

    While I appreciate the utility of eliminating adapters for mounting the disc caliper to the fork, not liking that it eliminates 140 mm disc rotors.

  2. mudrock on

    The stealth cable routing is cool to look at, not so much for the mechanic who has to route those brake cables. And how do they route the front brake hose without drilling or slotting the steerer?

  3. Dylan on

    Old school solution for the front brake would be to run the hose straight through the top of the steerer past the expansion plug and out the bottom, there are expansion plugs and top caps that let you do this with any fork. But with a custom fork like this they have probably built a channel for the brake hose into the steerer to let it exit neatly below the stem, or otherwise designed it to be drilled. Either way it would be very simple to make the front brake zero maintenance and very tidy, because you can fix everything tight and there is no need for the hose to be able to flex when you turn the bars.
    IMO it’s the cables/hose running to the rear that are the problem because they need to be able to flex as you turn the bars without binding or rubbing on each other or on the steerer.


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