Fact Whitepaper

FACTCARBON

FUNCTIONAL ADVANCED COMPOSITE TECHNOLOGY

WHITEPAPER

A WORD ABOUT FACT

02

FACT is an acronym that stands for Functional Advanced Composite Technology,

but more importantly, it represents our holistic approach to working with composites.

Like any project at Specialized, FACT starts with the needs of the rider, then we apply four critical

disciplines to achieve the design targets that will best serve those rider needs: design & engineering,

material selection, fabrication process, and testing. What’s the result of the FACT process?

Bikes and equipment that promise real-world performance benefits for the target rider.

03

Specialized’s vision is to be the best cycling brand in the world. We can only achieve this goal by challenging our own assumptions and constantly re-inventing our bikes and equipment. Thankfully, we have a company filled with dedicated cyclists and demanding pro athletes who never settle for good over great. Case in point: FACT.

FACT (Functional Advanced Composite Technology) is a holistic approach to composite development that differentiates our frames and components from our competitors’. The FACT process—our propri-etary blend of design and engineering, materials selection, manufacturing, and testing—allows us to consider the performance of a bike as a whole. We never focus on specific attributes like weight or stiffness without considering the effect on the entire package.

A perfect example of FACT at work is the new S-Works Tarmac SL3. We took nothing for granted in designing this frame from the ground up. We developed new fabrication processes, an innovative carbon layup schedule with internal rib structures specific to each frame size, new BB technology, and new molding techniques that created the smoothest and thinnest layup possible. Through this comprehensive process, we not only improved stiffness and handling, but managed to produce the lightest frame we’ve ever made and the industry’s lightest frameset module.

When it comes to our composites or any other Specialized product, safety is our number one priority. We have one of the world’s foremost testing facilities in our Morgan Hill, CA, headquarters with machines that can accurately test around the clock. Our engineers and technicians perform countless hours of testing in all phases of fatigue, ultimate strength, impact strength, stiffness, and vibration, then our pro and elite field testers get their turn. We not only exceed all industry safety standards, but conduct our own proprietary tests, which are far more demanding than the industry requirements.

These days, you could say everybody does carbon—Specialized just does it better.

Mark SchroederDirector of EngineeringSpecialized Bicycles

FACT BIKES

ARE IN IT TO

WIN

EPIC — REVIEWS“The headline is that the

2010 Epic is a better bike than we’ve ever seen.” — What Mountain Bike Magazine

“No pedal stroke is wasted on the climbs and no extra energy is needed to control the bike on descents thanks to

an incredibly stiff front triangle, nearly perfect suspension and flawless handling.”

— Bicycling Magazine

WINS2009 U23 World Championship

2009 XTerra Cup Series2009 Sea Otter XC

2009 Pro XCT Team Classification2008 XC World Championship

Bicycling Magazine Editor’s Choice Award, Best Performance XC Mountain BikeBike Magazine Germany’s Most Innovative Bike Award

2009 International Constructors Award

04

ERA — REVIEWS“The Era is easily the sweetest freakin’

bike I’ve ever ridden. I’ve been doing some epic days on it, and it’s just killer. Love, love, love it.

— Selene Yeagar, contributor to Bicycling Magazine

“The Era is a capable descender that truly shines on the climbs ... If you’re a female racer searching

for a bike specially built to meet your competition needs, the Era is the bike you’ve been waiting for.”

— Mountain Bike Action

WINS2009 XC World Cup #6; Bromont, Canada

3x Winner 24-Hour Solo World Championship

STUMPJUMPER — REVIEWS“The most technologically advanced

cross-country hardtail race bike that we have ever had the pleasure of throwing a leg over.”

“This bike doesn’t accelerate as much as it explodes.” — Both from mbaction.com

WINS2009 Sea Otter Short Track

Women’s 2009 Leadville Trail 100

05

TARMAC SL3 — REVIEWS“This bike makes no apologies and doesn’t need to—it’s that good.”

— Philip Booth, Road Bike Action Magazine

WINS2009 Liege-Bastogne-Liege

Multiple 2009 National Championships WinnerStage win and 2nd place overall, 2009 Tour de France

ROUBAIX — REVIEWS“Not only did this carbon bike receive higher marks for

climbing and handling than most of the race bikes we tested, it also dominated the comfort category. Don’t be fooled by the word comfort, though. This is an elite racer ...

already proven in europe’s grueling cobbled classics.” — Marc Peruzzi & John Bradley, Outside Magazine

WINS2x Winner Paris-Roubaix

2008 Paris-Roubaix2009 Paris-Roubaix

SHIV — REVIEWS“If I could only use one word to describe the Shiv, it would

have to be “fearsome”. The Shiv looked like it was irritated to be standing there stationary, displayed on a table.”

- Neil Browne, Road Magazine

“Riding the Shiv, I consistently had the feeling that the bike’s limits were beyond my physical abilities. The bike is

designed for the fastest time trialist in the world and it shows. In the hands of Cancellara, the Shiv will cut a

straight line to the top of the podium.” — Philip Booth, Road Bike Action Magazine

WINS2009 TT World Championships

2009 Danish National TT ChampionshipsPrologue and final time trial, 2009 Tour de Suisse

Stage win, 2009 Tour de FrancePrologue and stage win, 2009 Vuelta a Espana

Stage win, 2009 Tour du PoitouStage win, 2009 Eneco Tour

FROM EXPERIENCE PHILOSOPHY TO FINISHED PRODUCT

It’s a universal truth. Different types of riding demand different qualities from a frame or component. That’s why, from day one, we design for those differences. We call them “experiences”.

Before development even starts, our design and engineering teams set out to fulfill a specific rider experience with each bike. Guided by the needs of that experience (e.g. XC race, Endurance Road, etc.), they determine the best combination of properties—including stiffness, compliance, strength, and weight—for each product.

With the experience as a foundation, the development of every FACT bike or piece of equipment moves through an integrated process where design, materials, and manufacturing are all chosen in careful consideration of one another. This integration of development ensures that each product is 100% built for its intended application—to give the rider exactly what they’re looking for, every ride.

DEVELOPMENT PROCESS

SAXO ASKED FOR AGGRESSIVE AND FAST. WE LARGELY DESIGNED AROUND FABIAN’S GEOMETRY AND HANDLING CHARACTERISTICS FOR THE XL SHIV, THEN ADAPTED THE TECHNOLOGY FOR OTHER FRAME SIZES.

GEOMETRY

SAXO HAD SPECIFIC STIFFNESS REQUIREMENTS AND WANTED SOMETHING SLIPPERY FAST. OUT WITH CONVENTIONAL AERO TUBING, IN WITH ALL-NEW DESIGN CONCEPTS. THIS REQUIRED RADICAL ENGINEERING OF ALL TUBE SHAPES.

FRAME SHAPE SAXO’S STIFFNESS AND AERODYNAMIC DEMANDS WERE ONLY ACHIEVED THROUGH SYSTEMS INTEGRATION OF COMPONENTS LIKE THE HEAD TUBE, STEM, BRAKES, BB, AND CRANKSET. NOTE THE SEAMLESS DESIGN OF STEM, STEERER, AND FRONT BRAKE.

SYSTEM INTEGRATION

06 DESIGN & ENGINEERING 07

Sure, there’s an obvious draw to sponsoring two Pro Tour teams (not to mention our individual athletes and grassroots teams)—the race wins, the brand presence, the “cool factor” of being associated with riders who can

pedal over 250km a day. But the real luxury in sponsoring teams like Saxo Bank is that they know exactly what they need and want, and they aren’t afraid to ask for it. By giving us feedback and suggestions on our bikes

and equipment, they help us develop better products and drive innovation.

For our newest time trial machine, the Shiv (winner of the 2009 TT World Championships), we worked with Saxo Bank every step of the way to help develop the geometry, frame shape, and layup and to validate our prototype frames. Fabian Cancellara,

the Schleck brothers, and Team Director Bjarne Riis were particularly integral to the process, giving us priceless feedback we couldn’t get anywhere else. From the start, Riis set definitive performance targets for the Shiv. He had ridden our

Transition—previously our only triathlon/time trial bike—and came back with a laundry list of suggestions for the new frame.

DESIGN & ENGINEERING PAGES 7-10

MATERIALS SELECTION PAGES 11-14

FABRICATION PROCESS PAGES 15-17

TESTING/REVISION IN LAB & FIELD PAGES 18-23

FACT DEVELOPMENT PROCESS

OUR PROS HELP POWER OUR INNOVATION

08 DESIGN & ENGINEERING

Beyond just aesthetics, the shape of a carbon frame or component has a huge impact on how it will perform. Smart tube shapes don’t just happen; they are the result of months of R&D, field testing, and years of experience riding previous models, including those of competitors.

Here are the factors we consider when optimizing tube shapes:

STRAIN GAUGING — Allows us to determine the ratio of bending vs. stiffness in each tube and to compare the relative importance of those tubes in different stiffness scenarios.

FEA STUDIES — Through this computer modeling software, we can isolate different tubes for pure bending or torsion stiffness load cases or a combination of both. Full frame studies show the effect of triangulation in the front and rear triangles and the effect of a bowed top tube on compliance.

EXPERIENCE — Simple. We watch how tubes deform in dynamic and static fatigue tests and make modifications based on our findings.

TUBE LOCATION — Our tube shapes are designed to resist specific forces, depending on their location. We shape the top tube differently than the down tube, for example, because each tube sees more or less loading, plus a different ratio of bending and torsion stress, depending on the riding scenario (e.g. sprinting, descending, etc.).

FRAME SIZE — The way we see it, different frame sizes warrant different tube sizes. If we didn’t design each tube in this manner, a larger frame would have inherently lower stiffness due to the length of its tubes (meaning they flex more than a short tube under the same load). And at the same time, larger riders are capable of applying more force on their bikes. This makes determining the appropriate level of stiffness for each size bike/rider extremely important. By designing the top tube, down tube, seat tube, and seatstays for each frame size, we can accurately and efficiently control stiffness variables from our smallest to largest frame sizes. Though size-specific tubes require much more work from the engineers who have to painstakingly design each tubeset, the result is a proportional range of bikes with consistent ride qualities across every platform (e.g. Tarmac, Roubaix, Amira, etc.).

We approach the engineering of our tube shapes and joints through a concept we like to call carbon-centric design. Carbon can be molded into just about any shape with proper

engineering, but by designing tube shapes with the properties of the material in mind, we can create a much more optimized structure.

On its own, carbon fiber only possesses tensile strength. But when a flat sheet of prepreg (resin-impregnated carbon) is cured, it gains some compression strength and some bending strength.

So by properly layering these prepreg sheets during the bike’s layup process and utilizing the carbon in an efficient geometric shape, we can create tubes that are capable of resisting tensile,

torsion, and compressive forces, all of which we encounter while riding.

The real science lies in the ply angles of the carbon. Zero-degree carbon plies work to resist bending and +/- 45 degree angle plies resist torsion. When twisted, either the + or - 45 degree fibers are in tension (depending on the twisting direction), but when bending, one side of the tube is in tension and the other in

compression. Long story short, by putting as many fibers as possible in tension (carbon is at its best when it’s in tension), we can create a stronger, stiffer bike. This is why it’s fundamental for us to know

the ratio between bending and torsion in each tube.

Beyond the properties of the material itself, here are the other considerations we make in carbon-centric design:

Carbon fibers aren’t as strong when bent at extreme angles, so our engineers focus on eliminating sharp corners, creating smooth transitions, and utilizing large radii tubes.

To maximize structural properties such as strength and stiffness, our engineers use frame and tube geometry to their greatest advantage—an example being the Tarmac SL3’s

large down tube and bottom bracket junction, which helps the bike achieve a superior stiffness-to-weight ratio.

We eliminate the need for extra carbon material (which other manufacturers might use to build in a margin for error to account for less-than-precise manufacturing) by making our

tooling, layup, and molding processes as efficient as possible. Our hard work early on in the design process is what allows us to make frames and

components of such consistent quality.

CARBON-CENTRIC DESIGN

TUBE SHAPE BY DESIGN

DESIGN & ENGINEERING 09

Frame prepared for strain-guage testing We design and optimize each tube size for each frame size.Here we show down tube sizes.

FACT FORKS GO CARBON-CENTRIC

Carbon-centric design doesn’t stop at frames; every component we create, including our FACT carbon forks, follows the same design philosophy.

Traditional fork designs use a large flat crown surface as a seat for a standard crown race—a design borrowed directly from alloy and steel forks. However, since this shape demands 90-degree changes in geometry, it diminishes the effectiveness of the carbon fibers (considering, as we said before, that carbon is strongest in tension).

In 2007, we introduced our first tapered crown/raised bearing design and put it on our Roubaix bike. The tapered section of the crown accommodates the bearing and allows the carbon fibers to flow smoothly between blade, crown, and steerer. By virtue of its geometry, tapering also provides a stiffness/strength advantage that we can prove through FEA studies. Finding this design to be widely successful, we’ve since applied it to all of our FACT full carbon forks, and now, we even use raised bearings on the majority of our carbon mountain bikes.

Fork strength and stiffness are, without question, two of the most important attributes of the bike and something we really focus on during development and testing. Strength aside, stiffness is what makes your front wheel track well when cornering and descending, so it’s paramount to the quality of your ride.

By increasing both lateral fork stiffness and steerer tube torsion stiffness, our tapered crown design creates a more confident handling bike.

MATERIALS SELECTIONTHE PROCESS BY WHICH WE SELECT MATERIALS FOR

OUR FACT BIKES AND EQUIPMENT

10 DESIGN & ENGINEERING MATERIALS SELECTION 11

A carbon road fork undergoing ultimate strength testing A cut-away of our tapered crown design. U.S. patents 7, 520,520 and 7,537,231

COLD STORAGEUNTIL ASSEMBLAGE OF

PRE-FORM

FIBER SELECTION

STIFFNESS (E ) AND STRENGTH (Y)

FIBER TYPES

TOUGHNESS

TEMPERATURE RESISTANCE

RESIN SELECTION

WEAVE TYPE

PREPREG MANUFACTURING

UNI WEAVE

3K OR 12K WEAVE

TWILL WEAVE

RESIN CONTENT

RESIN ADDITIVES

12 MATERIALS SELECTION

Modulus is an engineering term for fiber stiffness. Though high modulus carbon is good for stiffness, it tends to have lower elongation at failure. In general, you wouldn’t want

to build a whole frame out of high modulus material, so we hybridize (mix) our high modulus carbon with a number of other materials and in varying modulae (stiffness ratings) to make

our frames as light and stiff as possible without sacrificing strength or durability. The general idea is to align the higher strength material with loads and to save as much weight as

possible everywhere else with stiffer high modulus material.

ULTRA HIGH MODULUS PITCH FIBER Pitch fiber is nearly double the stiffness of high modulus fiber, but lacks strength compared

to lower modulus materials. It’s also very expensive and difficult to manipulate. Because of this, we use it very sparingly and strategically—only on S-Works bikes like the Tarmac SL3 and

Epic and only in places that will benefit the most from a major boost in stiffness.

HIGH MODULUSRated at 40 Ton or 57Mpsi (millions of pounds per square inch). That’s about

62% stiffer than the standard aerospace-grade material most carbon bicycles use. At triple the cost of standard modulus fiber, this fiber is used extensively in S-Works and Pro-level frames.

INTERMEDIATE MODULUSUsed to maximize strength and keep weight low in the highly stressed parts of the frame, like the

top and down tubes. Because of its relatively high modulus and superior strength, this material is a good all-around workhorse for premium composite frames. “Intermediate” might not sound like

the pinnacle of technology, but don’t be fooled—this material has an optimum blend of stiffness and strength to make your bike as damage-tolerant and stiff as you expect it to be.

STANDARD MODULUS Aerospace-grade carbon fiber used in conjunction with other materials for improved

impact strength in specific areas. Note: Some companies call any aerospace-grade material “high modulus” when, in fact, it’s industry standard modulus material.

FIBER TYPESSTIFFNESS (E) AND STRENGTH (Y)

MATERIALS SELECTION 13

Not all carbon fiber is created equal. Some fiber has higher tensile strength (represented by the letter Y in the FACT chart), meaning “stronger”, and other fiber has superior stiffness properties (represented by the letter E in the FACT chart). Both properties are considered in any carbon project, but to varying degrees; road bikes are usually more concerned with stiffness, while mountain bikes focus more on strength.

To help us rank our composite bikes against ourselves and the competition, we’ve developed a chart that compares the material strength and stiffness, manufacturing methods, and finish layers applied to each fact frame.

The column at the right titled “FACT Rating” is an internal numbering system we’ve created to represent the materials and manufacturing applied to each FACT bike. When comparing the E and Y-series carbon used for each bike, keep in mind that the higher the number, the greater the stiffness/strength.

MOUNTAIN

ROUBAIX

S -WORKS TARMAC SL3TARMAC PRO/EXPERT SLTARMAC COMP & ELITE

E630E390E240

FACT 11RFACT 10RFACT 8R

FACT ISFACT ISTRIPLE MONOCOQUE

UNI12K12K

S-WORKS HARDTAIL

SJ MARATHON & EXPERT HT

S-WORKS HARDTAIL, 29ER

SJ MARATHON & EXPERT HT , 29ER

S-WORKS EPIC

EPIC MARATHON & EXPERT

S-WORKS ERA

ERA EXPERT

S-WORKS SJ FSR

S-WORKS SAFIRE

STUMPJUMPER FSR PRO & EXPERT

SAFIRE EXPERT

S-WORKS ENDURO

ENDURO PRO

RUBY

AMIRA

AMIRA S -WORKSAMIRA EXPERT/COMP

TARMACFACT RATING MATERIAL MANUFACTURING METHOD FINAL LAYER

S -WORKS ROUBAIXROUBAIX PRO & EXPERTROUBAIX COMP & ELITE ROUBAIX (BASE )

RUBY S -WORKSRUBY PRO/EXPERTRUBY COMP/ELITE

E390E285E285E240

FACT 10RFACT 9RFACT 7RFACT 6R

FACT ISFACT ISTRIPLE MONOCOQUETRIPLE MONOCOQUE

UNI12K12K12K

Y579Y579Y579Y579Y579Y579Y579Y579Y579Y579Y579Y579Y579Y579

FACT 10MFACT 8MFACT 10MFACT 8MFACT 11MFACT 9MFACT 10MFACT 10MFACT 10MFACT 10MFACT 8MFACT 9MFACT 10MFACT 9M

TRIPLE MONOCOQUETRIPLE MONOCOQUETRIPLE MONOCOQUETRIPLE MONOCOQUEFACT ISFACT ISFACT ISFACT ISFACT ISAZ1FACT ISAZ1FACT ISXFACT ISX

UNI12KUNI12KUNI12KUNIUNIUNIUNI12K12KUNI12K

E390E285E240

FACT 10RFACT 9RFACT 7R

FACT ISFACT ISTRIPLE MONOCOQUE

UNI12K12K

E390E285

FACT 10RFACT 8R

FACT ISFACT IS

UNI12K

TRICROSS

S -WORKS TRICROSSTRICROSS PRO

Y579Y579

FACT 10MFACT 10M

AZ1AZ1

UNIUNI

TRANSITION

S -WORKS TRANSITIONPRO, EXPERT & COMP TRANSITION

E390E285

FACT 9RFACT 7R

TRIPLE MONOCOQUETRIPLE MONOCOQUE

UNI12K

WEAVE TYPES

PREPREG MANUFACTURINGPrepreg is defined as flexible sheets of carbon that have been “impregnated” with resin. During the layup process, these sheets are strategically layered into pre-form shapes before getting baked in a mold. Unique to Specialized, we make our own prepreg from both uni-directional and woven materials, even weaving our own fabric. This allows us to control exactly what goes into our bikes, from the fiber to the resin content to the process by which the prepreg is manufactured.

After determining the appropriate materials selection for each family of bike (and even each bike size within that family), our engineers use 100+ pieces of carbon fiber to create specific carbon layups that yield the perfect combination of stiffness, compliance, strength, and weight. Whether it’s the super stiff Tarmac or more balanced Roubaix, we can optimize performance for any given experience.

STEP 1: TOOLINGThe first step is for us to create a custom-made steel mold that defines the exact outside

shape and surfaces (the part of the frame you can see) of the frame. Depending on the part it’s being created for, a steel mold may take 8-12 weeks to make. Why so long? Because it’s a big

chunk of steel that’s precision CNC’d, weighs a few hundred pounds, and must be accurate to within a few thousandths of an inch in every aspect. A finished frame section or part comes out weighing just a tiny fraction of the tool. Assuming the mold is made correctly, the finished

part will have the same level of accuracy as the mold.

STEP 2: LAYUP AND PRE-FORMIn this important step to the manufacturing process, flexible sheets and pieces of prepreg are

wrapped over a pre-form mandrel and assembled into the shape of a frame, fork, or part according to a heavily revised Layup Schedule Development (see page 16 for details). Arguably, a pre-form can

be anything; a round tube, the nylon bladder used to mold the frame, or even just a piece of wood. But in the case of our highest end bikes, we want the pre-form shape to mimic the shape of the mold

cavity as closely as possible. So we take the time to engineer a mold for all of our pre-forms and invest in the tooling required to make some of the most advanced mandrels used in the composites industry.

These super accurate pre-forms allow us to mold very complex shapes (like the Shiv’s seat tube or the bottom bracket of the Tarmac SL3) and optimize fiber alignment, which is key to

achieving the ultimate in stiffness.

Next, we place an air bladder made of pressure-resistant nylon inside the flexible composite layup structure. Its function is to internally pressurize the composite material in the

layup against the tooling surface to eliminate internal voids in the composite structure. By using silicone lining in conjunction with the bladder during molding, we can ensure

adequate compaction in areas with complex geometry. Still pliable, the entire prepreg assembly, including the bladder, is placed inside its big steel mold. The multi-piece mold

is closed and locked down, and the bladders are connected to pressurized air fittings.

STEP 3: MOLDINGThe closed mold moves on a conveyor into an electric hot press where its temperature is raised to 155° c (that’s 311°f or 428.1 K.) The high temp allows the resin in the prepreg to liquefy and spread

uniformly in the composite layup. To help aid in the process, the bladders inside the prepreg assembly are pressurized to 150 psi. This mixing of resin in the carbon fabric is called “wet out”, a critical

component to the integrity of the molded structure. Too little pressure in the bladder and the composite won’t wet out effectively, leaving high-resin areas that add useless weight and low-resin areas that

weaken the structure. Too much pressure and the resin gets squeezed out of the composite altogether. Correct wet-out pressure forces between 4% and 8% of the resin out of the prepreg.

Note: Some manufacturers claim “ultra-low” resin content. This is not good!

The mold stays at this temperature for about 30 minutes depending on its size, then it must cool down. Due to the size and mass of the steel tooling, this takes another 20-30 minutes.

Once the frame inside the mold has cooled enough, the resin is cured and cannot be changed. If there is even a minor defect or issue with alignment, the entire frame must be scrapped.

These types of unchangeable composite structures are called thermoset; structures made with a different matrix that can be re-heated and changed are called thermoplastic.

FABRICATION PROCESS 1514 MATERIALS SELECTION

Head tube pre-form mandrel

BB pre-form mandrel and resulting carbon fiber layup ready for molding

A STEP-BY-STEP GUIDE TO FACT CARBON MANUFACTURINGUNI - DIRECTIONAL

PROS CONS WHERE WE USE IT

3K OR 12K WEAVE

TWILL WEAVE

MOST EFFICIENT USE OF MATERIAL BECAUSE FIBERS REMAIN THE STRAIGHTEST

DIFFICULT TO GET PERFECT COSMETICS

ALMOST EVERYWHERE—ALL FRAMES USE UNI-DIRECTIONAL FIBER FOR THEIR MAIN STRUCTURE

ABRASION RESISTANCE, IMPACT RESISTANCE, COSMETICS

NOT AS STIFF AS EQUIVALENT UNI-DIRECTIONAL PLIES

IN DAMAGE-PRONE AREAS

CONFORMS TO RADICAL SHAPES

NOT AS EFFICIENT AS EQUIVALENT UNI-DIRECTIONAL PLIES

ON VERY DIFFICULT PARTS SUCH AS OURSHIV SEAT TUBE

We use the hot melt process for making prepreg—the most sophisticated method available.

Cured composite section (top tube, down tube, head tube) after molding

DETAILS ON OUR LAYUP SCHEDULE DEVELOPMENT (LSD)The anisotropic (directional-specific) nature of advanced composite materials allows Specialized engineers to use weaves and ply designs to create carbon structures that are stiffer in one or more axes, while remaining more compliant in others. Engineers can also tune the weave structure, ply angles, fiber alignment, and layup patterns of a particular frame or component to optimize performance characteristics for its intended use. The resulting pattern of layers of carbon fibers is called a layup. The overall protocol we use at Specialized for developing layups is called Layup Schedule Development or LSD.

The major layup in the top tube and down tube of our frames is composed of multiple layers of uni-directional carbon sheets in different angle orientations. Some fibers run fore/aft (i.e. along the “axis” of the tube) and are referred to as “zero” fibers. These fibers give the frame a lot of strength for in-line impacts and loads and make the frame resistant to bending. Some fibers run at angles of plus or minus 45°, 30° or 22.5°. These fibers give the frame its torsional (twisting) stiffness.

Each frame has a detailed laminate schedule. The tubes have five or six main plies, but there are over 100 pieces of carbon fiber in a frame’s layup—precisely why LSD is such an involved process. Placement of smaller pieces of carbon fiber at tube junctions minimizes overall weight and helps the joints handle loads. From the largest to the smallest, every sheet or piece of carbon is cut and placed by hand, making staff training and quality control a top priority. Once completely assembled, the carbon fiber layup is called a pre-form. At this state, it’s pliable and ready for molding and curing.

PROPRIETARY MANUFACTURING METHODS

Once the individual monocoques for a FACT frame are molded, they must be assembled into a finished construct. We could use any number of different manufacturing methods for accomplishing this, but after years of refining thousands of frames,

we’ve settled on two advanced and precise methods: FACT IS (Integrated Structure) and Triple Monocoque.

16 FABRICATION PROCESS FABRICATION PROCESS 17

FACT ISFACT IS our most advanced carbon construction method. By separating

the frame into four large monocoque structures—head tube/top tube/down tube, seat tube, seatstays, and one-piece bottom bracket chainstay—this method

allows the carbon fibers to run continuously from tube to tube, offering advantages in weight, stiffness, and strength.

FACT IS frames include: ROAD - S-Works, Pro, and Expert models of Tarmac,

Roubaix, and Ruby; all Amira and Shiv models.

MOUNTAIN – Epic S-Works, Marathon, Expert, and Comp models; Era S-Works and Expert models; Stumpjumper FSR S-Works, Pro,

and Expert models; Enduro S-Works and Pro models

TRIPLE MONOCOQUE Triple Monocoque is a balanced approach to frame assembly that minimizes seams and redundant materials. The main triangle, chainstays, and seatstays

are each created as a single monocoque structure and then joined together at the dropouts, bottom bracket, and seatstay/seat tube junction using

aero-space adhesives and a final carbon wrap.

Triple Monocoque frames include: ROAD – Tarmac Comp and Elite models;

Roubaix Comp, Elite, and base-level models; Transition S-Works, Pro, Expert, and Comp models; Ruby Comp and Elite models

MOUNTAIN – Stumpjumper HT S-Works, Marathon, Expert, and Comp models; Stumpjumper HT 29er S-Works and Expert models

Note: For 2010, the S-Works Tricross and Safire S-Works and Expert models still utilize our Az1 manufacturing method, but FACT IS is becoming the more

prominent construction for our high-end bikes.

FACT IS Method

Triple Monocoque Method

18 TESTING & REVISION TESTING & REVISION 19

RIDE AND REVISE After manufacturing, initial frame prototypes are lab-tested to achieve required strength and stiffness at all junctions and load points. Then we start test riding all frame sizes with elite and pro riders to get their perceived feedback. Having ridden hundreds of frames in their lives, these riders can tell us how a frame climbs, sprints, corners, and “feels” overall.

Based on our findings, multiple iterations of the frame’s layup are generated to balance stiffness, vibration damping, perceived road feel, and of course, overall strength. Even with all of our high-tech testing software and feedback from the world’s best riders, it takes a minimum of five iterations to optimize all parameters and, sometimes, far more. With the final layup determined, we conduct a number of destructive lab tests (with multiple samples for each size) to verify that the layup is stable and predictable.

LAYUP DEVELOPMENT THROUGH TESTINGEach frame goes through this layup process to achieve engineering targets.

TEST METHODS & DATA

With one of the world’s foremost testing facilities housed in our Morgan Hill, CA, headquarters, our engineers and technicians can perform countless hours of testing in all phases of fatigue, ultimate strength, impact strength, stiffness, and vibration. For competitive analysis, we publish data on the two most universally accepted modes of comparison: weight and stiffness.

There are a number of commonly accepted stiffness measurements that everyone in the industry uses, but we’ve also adapted our own proprietary tests to further analyze and fine tune specific parts of the frame. Here we will focus on torsional and BB stiffness-to-weight, module BB stiffness, rear triangle stiffness, and vertical compliance.

Note: Since the Tarmac SL3 is our flagship road race bike for 2010, we use it most widely as our basis for comparison against competitors.

MODULE SYSTEM WEIGHT

The test for weight is simple. We take a finished 56cm or equivalent frame and put it on the scales. Module weights include frame, fork, hardware, seatpost, crankset and BB (53/39), and Dura Ace 7900, unless the frame is sold with a proprietarycrankset.

STIFFNESS-TO-WEIGHT TORSION TESTING

This is an overall torsional measurement from head tube to rear dropouts—it indicates how well a frame will handle in turns and how stable it will be at high speed. The higher the number, the stiffer the frame.

The frame is fixed at the rear dropouts and a single point support at the middle of head tube that allows the head tube to move. By weighting the bar extending from the head tube (acting as a fork) at the point of tire contact, this test measures the torsional deflection (twisting) along the entire length of the frame, not just a single section. To deduct stiffness-to-weight, the numerical results for torsional stiffness are divided by frame weight.

TRIED AND TESTED

HIGHEST RATIOLOW

EST RATIO

0.0 20.0 40.0 60.0 80.0 100.0 120.0 140.0

124.32010 S-WORKS TARMAC SL3

2009 PINARELLO PRINCE

111.22009 CERVELO R3 SL

104.62009 SCOTT ADDICT SL

99.82009 SCOTT ADDICT R2 ISP

93.72009 GIANT TCR ADVANCED SL2

90.52009 GIANT TCR ADVANCED SL ISP

842009 CANYON ULTIMATE CF SLX

77.22009 RIDLEY NOAH

76.62009 PENARELLO PRINCE

74.52010 TREK MADONE 6 SERIES

74.52010 PENARELLO DOGMA 60.1

71.82009 CERVELO SOLOIST SLC-SL

70.52009 CANNONDALE SUPER SIX

(N*m/deg)/kg)

LIGHTESTHEAVIEST

0 500 1000 1500 2000 2500 3000

20472010 S-WORKS TARMAC SL3

GRAMS

20492009 SCOTT ADDICT R2 ISP

21012009 CERVELO R3 SL

21192009 SCOTT ADDICT SL

22442009 CERVELO SOLOIST SLC-SL

22712009 CANYON ULTIMATE CF SLX

22712010 TREK MADONE 6 SERIES

22802009 GIANT TCR ADVANCED SL ISP

22852009 CANNONDALE SUPER SIX

23022009 GIANT TCR ADVANCED SL2

25002009 RIDLEY NOAH

25592009 PENARELLO PRINCE

26742010 PENARELLO DOGMA 60.1

FINAL LAYUP

REPEAT UNTIL TARGETS ARE MET

LAYUP DESIGN

LONG -TERMRIDE TEST

LAB STRENGTH

LAB STIFFNESS

20 TESTING & REVISION

REAR TRIANGLE STIFFNESS TESTING

Sometimes stiffness and weight measurements are too general. So we conduct several proprietary tests on select parts of the frame to help us analyze variables that might otherwise get overshadowed. We won’t reveal too many details into this process, but one such test is rear triangle stiffness.

VERTICAL COMPLIANCE TESTING

This test measures how a frame responds to loads applied in a vertical plane, which correlates to ride comfort. As a frame gets more compliant, it becomes less stiff. A higher number represents more compliance. This is an isolated vertical compliance test, independent of torsional or BB stiffness.

Each frame is positioned vertically—allowing it to roll at the front and rotate at the rear dropouts—and a vertical force is applied at the saddle. The distance between the BB center and the top of the seatpost is kept constant on all frames. The deflection measures the ability of the frame and seatpost combination to absorb shock in a vertical plane.

MODULE BB STIFFNESS TESTING

A BATTLE OF THE BOTTOM BRACKETS: WIDE BB VS. SPECIALIZED OSBB

Some of our competitors have made slanted claims about the superiority of wide bottom brackets, and we wanted to set the record straight: Using an ultra-wide 90mm BB, in contrast to a proprietary system like our 68mm OSBB or even the standard BB30, doesn’t in itself make for a stiffer frame.

It’s important to note that both 90mm and 68mm bottom brackets allow for a larger diameter down tube and seat tube, which will inevitably increase stiffness. But since our OSBB system is designed in tandem with our FACT carbon crankset, we can achieve even greater module BB stiffness than the 90mm designs, while still remaining BB30-compatible.

To illustrate this concept, we created a new test called “Module BB Stiffness” (see pg. 18 for picture of test). It’s set up just like a standard BB stiffness test, but the frame is paired with the real crankset to better measure the BB stiffness of the overall system. As you can see, we clearly out-perform the other guys.

Note: The competition’s modules are tested with a Dura Ace 7900 crankset.

TESTING & REVISION 21

STIFFNESS-TO-WEIGHT BB TESTING

Just like torsional stiffness-to-weight, a higher number indicates greater stiffness. Generally, the stiffer the structure is to the rider’s pedaling forces, the faster the frame will respond to rider acceleration. With the SL3, we shot for a high stiffness number, then focused on maximizing torsional and rear triangle stiffness, while reducing weight.

For this test, each frame is fixed at the head tube and rear dropouts and angled slightly to simulate the side-to-side motion of a bike during heavy sprinting loads. Weights are applied at the pedal through a simulated crank arm and chain at the power-stroke position, then the deflection at the BB is measured and the results are divided by frame weight.

COMPLIANT

0 1 2 3 4 5 6

5.142009 S-WORKS ROUBAIX SL2

LEAST COMPLIANT

4.552008 CERVELO RS

2.562008 CANNONDALE SYNAPSE

(mm/kN)

STIFFESTLEAST STIFF

0.0 20.0 40.0 60.0 80.0 100.0 120.0 140.0




(N/mm)

STIFFESTLEAST STIFF

10.0 20.0 30.0 40.0 50.0 60.0 70.0


0.0




48.92009 SCOTT ADDICT SL


46.62010 PINARELLO DOGMA 60.1


42.92009 CANYON ULTIMATE CF SLX

39.62009 PINARELLO PRINCE



2010 TREK MADONE 6 SERIES 33.7

(N/mm)

0.0 20.0 40.0 60.0 80.0 100.0 120.0 140.0 160.0 180.0 200.0



1522009 GIANT TCR ADVANCED SL ISP

1512009 SCOTT ADDICT SL


145.72009 CANYON ULTIMATE CF SLX






117.42010 PENARELLO DOGMA 60.1

114.82009 PENARELLO PRINCE

HIGHEST RATIOLOW

EST RATIO

(N/m)/kg

THE BIKE AS A RIDE-ABLE TRANSDUCER

MOVING BEYOND STATIC TESTS AND COMPUTER SIMULATIONS

We’ve made rapid advances in the last several years in terms of the performance and ride quality of our carbon frames. It’s not just our commitment to testing (read Mark Schroeder’s introduction on pg. 2 if you have any doubts) that pushes us forward, but our constant drive to get inside the bike (metaphorically speaking, of course) and determine exactly what’s happening in each tube under real riding and racing conditions.

Stiffness tests are a great benchmark for frame development, and finite element analysis allows rapid prototyping, but the act of riding is so dynamic that it can’t be fully duplicated with a static test or computer simulation. Naturally, we saw these limits as opportunity. After a long, arduous process, we found a way to turn the bike frame into a ride-able transducer, capable of gathering bending and torsion data along each tube.

The transducer frame was ridden in every possible manner—sprinting, climbing, descending, pedaling while turning, etc. From the tests, we gathered mountains of data that illustrated the relationship of bending vs. torsion in each tube and how each tube relates to the other. We mapped the load paths through the entire bike frame in every riding situation.

The numbers we pulled from the transducer frame allowed us to optimize the shapes of our bikes to resist the specific loads they would encounter in the field. Take a good look at a bike like the Tarmac SL3—think about how each tube is designed with variable diameter, shifting from circular shapes to flatter, more rectangular ones, yet all blending together—these subtle changes are no accident.

S-WORKS SL FACT CARBON CRANKSET

THE STIFFEST, LIGHTEST SYSTEM AVAILABLE. NO JOKE.

Our 2nd generation S-Works SL FACT Carbon Crankset is one of the best examples of the merits of systems integration. This proprietary crank is designed together with our oversized bottom bracket shell (also BB30 compatible) to deliver superior stiffness, strength, and balanced performance at only 597 grams—that’s lighter than even the biggest names in components.

KEY FEATURES— Lightest and stiffest crankset on market; see charts— FACT carbon removable spider— Self-adjusting 42mm ceramic cartridge bearings— Smooth-shifting S-Works SL aluminum chainrings— BB30 compatible

INTEGRATED CARBON-CENTRIC DESIGN Creates best weight and stiffness with better fatigue life.

The S-Works SL FACT Carbon Crankset uses a patented integrated construction that’s functionally different from traditional configurations. Typical carbon cranks cut fibers at the BB axle/arm interface, which creates a potential weak spot in a very high-stress area. But the SL’s integrated crank design allows the carbon fiber to transition seamlessly into the bottom bracket with only one connection point at the center of the BB shell—eliminating the typically independent BB axle.

Since this design optimizes the layup of carbon fiber within the bottom bracket, we can engineer the SL crank with completely hollow crank arms for greater stiffness and lighter weight and even add material at the center connection for more strength (without a weight penalty). Finally, replacing the typical steel bearings with new ceramic bearings adds durability and offers less rolling resistance.

REMOVABLE CARBON SPIDER Balances stiffness and gives the rider more options.

Most crank spiders are integrated into the right crank arm and create big discrepancies in crank arm stiffness from left to right—a fact that’s often hidden by overall weights and measurements that don’t take side-to-side balance into account. The SL’s removable carbon spider balances stiffness from left to right, adding to the efficiency of your pedal stroke. At the same time, it gives riders interchangeability between different spider and chain ring sizes and also enables the use of SRM and Quarq power meters. The S-Works SL crank is found exclusively on the S-Works Tarmac SL3, but is also available aftermarket.

22 TESTING & REVISION TESTING & REVISION 23

0 50 100 150 200 250

195.6SPECIALIZED S-WORKS SL STD.

STIFFESTLEAST STIFF

189.3CANNONDALE BB30 SL

178.8SHIMANO DURA ACE FC-7900

171.8SHIMANO DURA ACE

168.1ZIPP VUMA QUAD

165.6SRAM RED

151.8TIME ASX TITAN CARBON

151BONTRAGER RACE X L ITE

148.8CAMPY RECORD UT

136.3FSA SL- K STANDARD

(N/mm)

CRANK SYSTEM STIFFNESS DATA

0 100 200 300 400 500 600 700 800 900

597SPECIALIZED S-WORKS SL STD.

LIGHTESTHEAVIEST

603CANNONDALE BB30 SL

742SHIMANO DURA ACE FC-7900

750SHIMANO DURA ACE

610ZIPP VUMA QUAD

760SRAM RED

632TIME ASX TITAN CARBON

770BONTRAGER RACE X L ITE

695CAMPY RECORD UT

799FSA SL- K STANDARD

GRAMS

CRANK SYSTEM WEIGHT DATA

Note: See pg. 23 for photo of crank stiffness test.

SPECIALIZED BICYCLE COMPONENTS, INC.

Documents

Fact Whitepaper