QUINTANA ROO

KILO

Once upon a time this was the world’s best selling tri bike.  Of course, it was also just about the world’s only tri bike back then, which made it easy to be the best selling.  It’s been QR’s workhorse since it was first introduced almost 15 years ago.  This bike has a storied history which includes, among other things, being the very first production bike ever built out of Easton’s #7005 tubing.  In its day this bike and its progeny had frame features other companies never were able to reproduce.

But the Kilo was a bit adrift for a half-decade, from 1999 or so through 2004.  But this model, this 2006 version, signals that the Kilo is back, and with an exclamation point. 

Here's a riddle: what is the least you can spend for the "Big Four" frame features: aero seat post / seat tube complex; a rear wheel seat tube cut-out; rear-entry length-adjustable dropouts; main tube minor diameters of 30mm or less. Yes, you guessed it, at $1900 it's the Kilo.

But that's not entirely true, it must be acknowledged. Thirty millimeters is an arbitrary number we choose, signifying that line we draw in the sand dividing those companies committed to making an actual aero tube from those just shaping a tube and calling it aero. What is actually aero? There are four things you can say about tubing that gets an A-grade. First, it's thin across its mid-section (30mm is a pretty good delineator). Second, its got to have a good aspect ratio, that is, the tube's minor diameter should be matched by a long major diameter. The aspect ratio we look for is 3:1, meaning the tube is three times longer than it is wide. Failing a 3:1 aspect ratio, get as close to that as you can.

Finally, the tube ought to have a good shape, with a long taper in the rear, and it ought to accomplish all this without giving up too much in lateral strength.

In the case of the QR aluminum bikes written about herein, when we say this bike has the Big Four frame features, in all candor is has the Big Three-and-a-half. Yes, it's got a reasonably nice set of aero tubes (especially for the price), but the minor diameter of the Kilo's main frame tubes is about 36mm.

That makes this a good frame tube, but it's not under-30mm, and you'd have to up-spend to Cervelo's P2SL, and it's differentially-butted 28mm tubes, to get tube with a waistline that small and the rest of the frame features spoken about above (or down-spend to the Dual to get the nice tubeshape, but you don't get ALL the Big Four features at the Dual's $1650 starting price).

Also, when you get above 27mm you can't both hit the 3:1 aspect ratio and also keep the tube's major diameter under 80mm, which is the legal limit for road racing (not triathlon). This 80mm tube depth is a spec bike makers like to try to hit, because they get nervous when their bikes are considered illegal, even if such illegality is in a sport different from that in which triathletes race. The Kilo's 36mm x 70mm makes its tube more like a 2:1 ratio, good but not ideal.

Further to this discussion of frames, QR has operated for some time on the assumption that its frame is where it ought to spend its time and money.  For the past three years this company has been doggedly working to produce a frame worthy of its storied headbadge.  This year QR finally got there, and to its hard work has been joined good fortune: 2006 is the year of the frame.  For the first time since 1998 there is a confluence of QR’s product and the market’s desire.

TEQUILO

Here is another riddle: What is the second lowest priced bike in which one can find the "Big Four" frame features? (Well, big 3 1/2). Yup, it's this one, at $2300, and you get a fifth frame feature for the extra $400: a carbon rear-end.

While carbon bikes that cost a thousand dollars more than the Tequilo are getting most of the press, this bike quietly sits at a price point roughly similar to Felt’s S22 and Cervelo’s P2 SL, and its mission pretty much mimics that of these other two aluminum bikes.  Simply put, the Tequilo is a bike atop which you can ride, and not wonder if you’re giving any time up.

This mid-$2000s price point is the sleeper in this year’s tri bike lineup, not just in QR’s product range, but throughout.  This bike is as good an example as any.  As stated, the frame has aero tubes, a rear wheel sneaked behind a seat tube cut out, horizontal rear-entry dropouts, aero seat tube and post, and the frame upgrade from the kilo is the carbon seatstay.

The groupset revolves around Dura Ace and Ultegra, including chain and cassette.  The cranks are FSA Carbon Pro and the brakes are the only downspec on the bike, though these Tektros work reasonably well.  The wheels are Alex 270, and that’s fine with us (everybody ought to have several sets of sturdy, functional training wheels in their garage, and whatever comes on your bike out the door is no more than one of these wheelsets).  The handlebars are by Visiontech, both the base bar and clip-ons.

Quintana Roo’s website says of the Tequilo, “Like a TiPhoon, crafted from aluminum,” and that about says it.  If you want QR’s flagship bike at less than half its price, the Tequilo is it.  It’s a Lexus with a Toyota hood ornament.  Great value.

SEDUZA

Wanted:  a tri geometry bike with a frameset made entirely out carbon.  Must have aero tubing, internal cabling, a rear wheel cutout, rear entry dropouts with set-screws.  Must have functional, telescoping aero seat tube and post.  Must be complete and ready to ride, and all for $3000.

Or, if you prefer, turn it into another riddle: What's the least you can pay for the Big Four frame features in a complete carbon bike?

There is one bike only that can fill the bill, and that is QR’s Seduza.  Yes, Trek’s Equinox TTX promises to come in at that price as well (with the lesser of its build kits) but as of this writing (February) the Equinox TTX is six months away.  That makes the Seduza the one and only.

And there’s one more thing about the Seduza:  It’s Dura Ace!  Both derailleurs are DA, and FSA’s Gossamer MegaExo crank is not hardly a downspec.  What else is not Dura Ace?  The brake calipers, cassette and chain are Ultegra, still fat spec for a bike like this.

The Seduza ushers in what is the most exciting line-up of bikes the triathlon industry has ever produced.  This year’s $3000 to $4500 carbon complete bikes slay every other category, and when one takes a look at this feature-fat machine, at this amazing price, one can see why.

CALIENTE

This bike has gotten better and better each year that it’s been out.  This year, the Caliente moves from an aluminum frame with a carbon seat stay to a full carbon frame, and is considered by many to generate more drool than any bike below $6000.  But, what does it have that its lower-priced cousin the Seduza doesn’t?

It’s got one thing that has nothing to do with performance but still worth mentioning:  many people have remarked about the cosmetics of the ’06 Caliente, and it must be noted that its graphic scheme is an achievement.  This might be the best looking bike going.  And, part of those good looks refer to something that is functional, those Real Design wheels.

Let’s talk about those wheels for a moment.  These aren’t just any wheels fresh off the ship from the Orient.  Steve Hed spent many hours in Litespeed’s factory teaching its technicians how to build this wheel in-house.  A part of Litespeed’s factory is devoted to the construction of these wheels, from bare lay-up.  The Caliente comes with a 60mm-deep rim, laced with bladed Sapim straight-pull spokes, 20 in the front, 24 in the rear.  The wheels are light, aero, and strong.

Here’s your dilemma:  yes, these wheels are worth it, and yes they make the Caliente a great value.  But they’re your race wheels.  Just as if you bought a Felt B2, with Zipp clincher 404 wheels standard, you must decide whether these Real Designs represent the set of race wheels you want.  In particular, are you going to be racing on clincher tires?

We’re not offering an opinion, just posing a question. Clincher versus sew-up is not anything we’re going to debate here, but the question is germain when considering the value of the Caliente.  What makes this bike a value is, in part, these very nice wheels.  Should you decide that these wheels are going to be just what the doctor ordered, you saved yourself a lot of money over what it would cost you to go out and buy a set of wheels like this.  At the same time, investing in this Caliente means you’ve got to make a second investment:  the wheels on which you’ll train (a set of garden-variety Bontrager, Shimano or Velomax wheels will do fine).

The scuttlebut on the street seems to bear out our focus on this issue. Quintana Roo/Litespeed's grand experiment in wheel manufacture has brought with it political problems. Retailers have race wheel preferences, and both retailers and Quintana Roo/Litespeed has these strategic alliances as well. So, look for these Real Design wheels -- good as they may be -- to fade into the sunset. Do not be surprised to see the Caliente sporting Zipp wheels.

As nice as is this '06 Caliente, one expects it to be retooled just a bit for 2007. It's not the frame or the basic spec that needs work, it's the way that wheelset is offered. Yes, QR needs to offer a nice set of color-matched race wheels, but only as an option, so that its retailers don't throw a tantrum at the notion of having to take a race wheelset with every machine. Were QR to offer an optional set of training wheels with the Caliente, retailers would be happpier, and end users would still be able to get that fabulous, color-matched cosmetic. (But please, QR, throw a bone to us wool-jerseyed retro-grouches, and make those race wheels sew-ups!)

LUCERO

The Lucero’s got a problem.  Well, two of them.  They are its two younger siblings, nipping at its sales.  Were it not for the Seduza and the Caliente, this bike would be the bees knees.  And yes, the Lucero offers a weave finish that makes the frame arguably a better one than each of the other two.  But the frame is structurally the same, so it’s hard to tell why the Lucero ought to cost that much more.

The Lucero’s frame, fork, headset and seat post sell for about $2700, and this means an entire bike spec’d, let’s say, like a Seduza, will run $4500 or so.  What’s nice about the Lucero is that you don’t have to spec it like a Seduza. You can throw Campy at this frame, or put a more thoroughly Shimano groupset on it, cranks included.  The world is your oyster. Still, for $300 more you can get a complete Seduza, and that includes paying extra for the carbon seat post.

TIPHOON

Quintana Roo and Litespeed will always have this one thing going for them:  these bikes are titanium, and very hard to produce by any factory anywhere, should any other bike company decide it wants to take a bite out of Quintana Roo / Litespeed's hide.  Simply put, this is the most advanced factory in the world, by far, when it comes to churning out timed-race titanium bikes.  Nobody comes close.

This Chattanooga-based facility forms it own tubes before it forms its own frames.  And all the features now considered standard issue on top-end tri frames — faired rear wheels, aero seat tubes and posts, truly aero main tubes — you only get this with a TiPhoon or its close cousin the Blade.

As such, these two bikes will always be insulated from competition.  Those who view titanium as the ultimate material are destined to look hard at the TiPhoon before making a buying decision.

Considering the fact that the Slowtwitch editorial staff (we feel we’re safe going out on this limb) has spent more time aboard a TiPhoon than has the staff of any other relevant cycling periodical, we can speak with some authority.  What’s good about this bike?  It’s geometrically right, it’s about as aerodynamic as any ti frame can be, and it’s got titanium’s great ride quality.  It’s strong, reasonably dent and scratch proof, and won’t rust.  It’ll last as long as you need it to, that is, you may not want this to be your ultimate and final tri bike purchase, but if it’s not it’s not the bike’s fault.

Want to know what’s wrong with this bike?  Precisely what was wrong with Cary Grant, in Charade, according to Audrey Hepburn:  “Absolutely nothing.”  But there are two slight inconveniences and one big one.  First, the build is slightly tedious due to some split shift housing (needed to internalize the cables).  And, if you need this bike in taller sizes, it’s got a shallowish seat angle (76°) making those who like to ride really steep unable to reach that position.  Fortuitously, ABG has solved this issue for those who need it solved, by making a “Shuttle” that helps those who need a bit of forward position find their sweet spot.

The big inconvenience is evident if you're a shorter rider. The head tube length is 13cm in its 57cm size, and it never gets shorter than 13cm. Accordingly, you really can't buy this bike if you're shorter than, say, 5'10", and ride in any way aggressively. One hopes there's a fix for this in the works, so shorter riders can enjoy this truly superb bike.

(Yes, there is a 650c version, but it's also got that same 13cm head tube. It's a 49cm bike, with a 50cm top tube. This makes that 13cm top tube too tall for the bike. If 13cm is the lower limit to this bike's head tube length, then build a 53cm or 55cm Tiphoon in 650c. Then the head tube length will match the size of the bike).

Let's talk spec. When you buy a TiPhoon, there’s no messing around with the parts.  No massaging the spec.  You buy it Dura Ace or Ultegra, and that’s with full “gruppo integrity,” including cranks, brake calipers, chain and cassette.  Depending on which Shimano groupset you choose, you’ll also get a set of Real Design’s wheels, either the Ultrasonic or Supersonic (though as mentioned above in resect to the Caliente, the wheel spec will probably undergo some sort of running change), and in the case of the bike spec’d with Ultegra or Dura Ace you’ll get Visiontech’s carbon clip-ons.

The TiPhoon will cost you $4000 for the frame, fork and seat post, or you can spend either $6000 or $7000 for an Ultegra or Dura Ace bike respectively. If you're an average-height man or taller, and if titanium is your idea of a nice frame material, there are really only two bikes: this one and the Litespeed blade. Don't complain about the price, just start saving your spare change.

PRIVATE RESERVE

Back in the ol’ days, QR had a model called the Kilo Private Reserve.  You got extra carbon for your money. Even today, you'll find these bikes in the transition area, still going strong.

This is not a model designation QR uses anymore, but we're going to resurrect it for our own purposes. It can still mean extra carbon as far as we're concerned, and we think it's appropriate in 2006.

See, QR has some world beaters out there. As nice as the Lucero, the Caliente, and the TiPhoon are, the true values in this company's line are the Kilo, Tequilo and the Seduza. But each of these bikes has aluminum aero posts. Thing is, QR's aero carbon post fits nicely inside the aero seat tubes of these bikes. This post costs $130 and, no, you can't get any money back for the aluminum post.

This means that for $2430 you can get a complete Tequilo with carbon in the front and back (fork and seat stay) and in the middle as well, if you purchase the aftermarket carbon post. That's our recipe for making a Tequilo Private Reserve.

There's a utilitarian reason for making your Kilo, Tequilo or Seduza a Private Reserve. QR's Shuttle, spoken of earlier, only works with its carbon post. It's a $70 aftermarket item, and lends significant fore/aft adjustability to QR's carbon post. If you like to ride your bikes steep -- real steep -- you'll probably need QR's shuttle in this lineup's large sizes. For this reason, we recommend you consider "Private Reserving" your Kilo, Tequilo or Seduza.

QUINTANA ROO's website can be found at www.rooworld.com. Its bikes can be found at Nytro Multisports, R&A Cycles, Mission Bay Multisport, and at most of the better triathlon retailers.

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