Tri Specialist Quintana Roo’s New PRsix Superbike

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Well-known for their purpose-built triathlon bikes, Quintana Roo has introduced a new elite-level Superbike that is more flexible, functional, and useful than their previous offerings.  The PRsix was designed from the ground up to be more versatile than its predecessors on a wider range of race courses, from including a more adjustable cockpit to focusing on the ease of setup and breakdown when traveling to races. All this while delivering a bike lighter, more aero, and more affordable than most of the elite-level competition.

Click through for more detail…

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“Until this point, triathletes have been presented with a selection of superbikes that are relatively heavy, expensive to maintain, and designed for the wind-tunnel alone rather than the variety of course conditions they are most likely to encounter. Additionally, the conventional wisdom in this category has been that any advance in stability and weight would come at the expense of aerodynamic efficiency. We’re out to prove that wrong, too.”   -Peter Hurley, CEO of American Bicycle Group, parent company of Quintana Roo

QR had been wary in the past of trying to speed up handling and lighten their bikes, fearing a loss of aero benefit. With this new carbon frameset they have managed to improve the bike in almost every category, while maintaining their respected aerodynamics with boat tail tubing profiles and aerodynamic characteristics uniquely designed for each frame size.

An overall frame stiffness boost was a big goal for QR, as many narrow profile bikes on the market are designed to roll off a time trial start ramp, ignoring the cold start for triathletes coming out of their first transition or the multiple accelerations of winding or hilly courses. The PRsix also includes faster handling for more real world versatility and the stiffness of new tubing shapes and the new overall frame layout.

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At the same time the frame loses weight to come in under 2kg for the frameset, placing it among the lightest of the elite Tri/TT bikes. Some of the unique aerodynamic elements of the frame include QR’s Shift+ concept, wherein the downtube is actually slightly offset to the drive side to divert air from the front wheel to the ‘cleaner air’ non-drive side of the bike, uncluttered by drivetrain. The frame also uses the tallest non-drive side chainstay I’ve ever seen, in what they claim again reduces drag eliminating a leading edge (Leading Edge Absent) to the rear end of the bike, while also boosting rear triangle stiffness.

With less overall surface area for greater stability in cross winds, the PRsix is much more manageable than previous iterations, which translates into more time staying in your aero tuck. The less bulky frame design (something triathletes are a bit unaccustomed to) shows its benefits in QR’s in-house drag tests, showing it performing on par or better than the industry’s best TT bikes in a wide range of yaw angles +/- 20degrees. This again yields a more stable, comfortably handling bike that can actually be pretty light.

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Quintana Roo includes a modular, integrated 31.8 stem setup in lieu of a proprietary aero bar. This keeps the front end clean and aero, while making a big shift towards more fit adjustability in bar position and base and aero bar options letting riders install the bar best suited to their riding.

The PRsix is Di2 compatible and incorporates a forward facing direct mount front brake to ensure planting of braking options. It also incorporates a modular either vertical or horizontal dropouts.

The PRsix has an list price of $8,500 for the complete Di2 build with Shimano brakes, a TriMax crank, and Profile aero bars. The $4,500 frameset, including headset, seatpost, stem and brakes, is also available.

QuintanaRooTri.com

Comments

taylor - 05/16/14 - 4:17pm

more flexible AND has “overall frame stiffness boost”?!

some of that friday math at work right there boys

Psi Squared - 05/16/14 - 4:21pm

Note that stiffness and flexibility can both be increased. To understand how simply consider that they can be increased in different areas. No “Friday math” is necessarily needed, just an understanding of engineering.

BGill - 05/16/14 - 4:33pm

What is “Leading Edge Absent”? Help me understand.

slippyfish - 05/16/14 - 5:03pm

I believe that the ‘Leading Edge’ as regards the non-drive side chainstay means that the normally upward/forward facing surface of the top of a chain stay is now ‘behind’ or part of the seat tube. Same reason why TT bikes usually have horizontal top tubes, so there’s not part of the tube section exposed or visible from a front view.

That’s a very small amount though. Geez.

wako29 - 05/16/14 - 5:44pm

“Until this point, triathletes have been presented with a selection of superbikes that are relatively heavy, expensive to maintain, and designed for the wind-tunnel alone rather than the variety of course conditions they are most likely to encounter.”
Ahem.
http://www.bikerumor.com/2013/07/16/trek-introduces-a-simpler-lighter-faster-better-speed-concept-tttri-bike/

Milessio - 05/16/14 - 7:31pm

They might have increased the “Leading Edge Absent” more by removing the tiny seatstays :)

Mindless - 05/16/14 - 8:00pm

@taylor: That is just like “flickability” and “stability” for MTB frames. Marketing release can accommodate everything.

Jake - 05/16/14 - 10:50pm

The absent leading edge is similar to what Trek use on their TT frames. Its a ‘virtual complete’ shape. It mimics a greater aspect ratio of say 16:1 but in half or 3/4 of the space. Low speed airfoil shapes are different to ones used in car racing or aircraft. It may meet the 3:1 ratio required for UCI use, but I have doubts about the non-drive side chain stay.

Mac McEneaney - 05/16/14 - 10:53pm

Leading edge absent on the non drive side does a few things:

1. It does eliminate the leading edge of an area of the bike that traditional has an upward sloping chainstay.
2. It does increase stiffness of the bike.
3. That particular area of a bike has a lot of turbulence – there’s airflow from the front of the bike, a rider turning pedals at 85-90 rpm, and a wheel rotating at a high rate of speed. This isn’t important by itself, but when you add the SHIFT taking place at the downtube/bottom bracket junction, and take into account that over 80% of the concentrated airflow is being directed to that side of the bike, it allows the diverted airflow to be less disturbed by the the rotating wheel.

If any clarification is needed on point 3, please let me know.

anonymous - 05/17/14 - 12:06am

@BGill

It means the top of the stay is horizontal, which many old 650c frames came close to. I am guessing it means air doesn’t have to come in and fill the void only to be pushed out of the way again.

Grumpy - 05/19/14 - 1:21pm

Re: “more flexible AND has “overall frame stiffness boost”?!”

I believe by “flexible” they mean versatility, not ride quality.

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