Trek Speed Concept Di2 Manual Download
Yes, the base bar contributes most of the difference in installing Di2 on a 7 vs a 9. My personal bike came from the Trek factory with the Di2 wires already ran through the base bar. But, being curious, I decided to pull them out just so I could see what was going on in there. I'll admit that doing so was a mistake.
Bike Archives. Have a question about any Trek bike built within the past few years? Your answer is just a few clicks away. Speed Concept 7 Series Project One. The Trek Speed Concept bike is the fastest frameset we have ever made. To accomplish this, we have used shaped. Note: Instructions for Shimano's electronic Di2 are in a separate document. See your dealer. Refer to your bicycle owner's manual, the instructions in a bicycle mechanic's handbook, or consult your dealer.
Getting the wires ran back through the base bar on the 9 series was not the most fun thing I've ever done. Not impossible, but not easy by any means. A little patience and some good, cold beer does the trick though.
Running the wires on a standard base bar with the 7 series was not nearly as difficult. Also, the exposed cables on the 7 series provide a good place to zip tie the control box onto, as on most road bikes. With the 9, I just had to find somewhere to stick it and ended shoving it down in the frame. It's obviously a little easier to then adjust the Di2 given that the control box is just hanging on a cable instead of down in the frame.
All in all, I found that Di2 installation on bikes came out very clean. I really like having the battery attached to the brake cover and out of the way.
That way it doesn't clutter up the smokin' good looks of my SC. I'm digging the Di2 more and more every day. Thx for the feedback. For others' benefit, (and yours perhaps): • I definitely find it much easier to run the Di2 harness into the SC9 bar with the bar completely off the bike and without brake cables in place. There's only so much room in there, especially at the corners, and it's much easier to run the stiffer brake housing later vs the noodly Di2 wires.
• While gravity and a little shake now and then can get the Di2 ends out to the bullhorns just fine, my favorite tactic (and which we illustrate in our SC-Di2 how-to on the dealer tech site) is to run a length of brake or derailleur inner wire as a fish tape. Super slick and speedy, and makes the job a little easier if you did leave the brake housing in place for whatever reason. Drewmc3656 wrote:They don't put it anywhere.
Di2 on the 9.9 will come with the basic wiring run through the bars and frame, but you've got to hook it all up yourself. The control box comes in a box and you've got to hook it up and find somewhere to put it yourself. So are most people shoving it into the downtube? That control box has got to be the worst thought through (or, more like, not thought through) design decisions. I dont get why they didnt build it into the battery bracket or the FR. I'm going to assume that when you say 'control box' you're talking about the one up by the bars which has the trim adjustment switches and battery life LED indicators. On the 9-series bikes, that box will fit neatly inside the 4 larger/taller stems, though you can always mount it outside with some adhesive-backed velcro on the top of the stem cover if you wish for easy access.
Data Becker Cad 7 Download. On the two lowest stems things get harder. On the 100/10 it's possible to get it under the stem cap but it's a really tight fit and requires some creative routing.otherwise run it out on top of the cover or down into the frame. On the 50/10 you're either dropping it into the frame or mounting out on top of the cover. Several considerations behind that location. In no particular order: • Mounting hardware commonality (for the most part) with the Madone, a platform which had come up with their Di2 integration concept several months before SC did. We actually did them one better IMHO, by aligning the battery with the frame.
• Similarly, Di2 hardware commonality. No special harnesses or custom lengths of wiring.though we did investigate both.
Going that route has worked for some, maybe not for others. • That location had field experience already.
• We felt putting it anywhere else (to include mounting provisions) would saddle non-Di2 users with openings/attachments/holes/whatever in their frames or components which they may not appreciate, and/or require increased weight to deal with the structural ramifications of same. Drewmc3656 wrote:Yes, and you can make it look just as clean as on any other tri bike. I found it was easier to run Di2 on a Speed Concept 7 series than on my own 9.9. Hey Carl, Ive just about to get a Speed Concept 9.9 size small frame and want to set it up with di2, would you know: • Are the battery mounting brackets available to mount the bracket to the underside of the brake • What kind of wiring kit do I require for a small frame, small, medium, large, internal etc.
• Any other tricks I should know to setting up Di2, (cant seem to get hold of your manual on your website?) I live in Western Australia and trek dealers ive talked too arent inspiring confidence.my email is Regards Neil.
Trek has a redesigned version of the Speed Concept 9 Series triathlon/time trial bike it. The new bike has a smaller frontal profile, and the frame shape was tweaked after Trek engineers did real-world aerodynamics testing on Ironman courses. Claims the 2014 Speed Concept will save between 0.5-0.8 sec/km (0.9-1.3 sec/mile) compared to the current bike. The company has also shaved a supposed 437g off the frame.
Trek has also fine-tuned the bolt-on storage containers, which the company says actually improve the overall aerodynamics of the bike. Five sizes will be available, each with six stem options.
Prices range from US$4,999/£4,500 for a frameset, through US$5,999/£5,000 for a Trek Speed Concept 9.5 or Speed Concept 9.5 WSD (Women's Specific Design), up to $11,549/£9,000 for the top-end Speed Concept 9.9 with Dura-Ace Di2 and Aeolus 5 D3 carbon clinchers. Custom options are also available. Back in 2009, Trek engineers created an effective but quite bulky mobile aerodynamics testing system to record wind speed and direction. Last year, Trek adopted a much more compact system made.
Taking measurements at the notoriously windy Ironman course and the less gusty Arizona Ironman course, Trek found average yaw angles of 10.6 and 3.6, respectively, for riders averaging between 18mph and 25mph. Armed with this data, Trek engineers went back to the CFD drawing board and reduced the bike's frontal area, stretched the fork out to a 6:1 ratio, and added the truncated Kamm foil shape to the seatstays, all the while optimizing for yaw angles of up to 12.5 degrees. Trek also streamlined the cockpit, with a tuning fork-shape extension bar and the pad holders clamping to one of a few fixed points instead of separately and infinitely adjustable designs. Internal routing for mechanical and electrical systems makes for a design that looks clean to the eye and the wind, but also for a bit of wrestling in the initial build. The trek speed concept 9.9: the trek speed concept 9.9 All routing is internal, from the integrated bar/stem to the frame Trek expanded the storage containers to hold more stuff while still effectively improving the sail effect of the bike. The company claims that when using the containers behind the saddle, behind the seat tube and on top of the top tube, a rider could theoretically shave four minutes off a 112-mile bike ride. 'The great thing about our storage solutions is that, when you put them all on the bike, it actually makes you and the bike faster than if you use none at all,' said 's Ben Coates.