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Lakeside Bicycles pesents:  In collaboration with Ferrari:  The Colnago V1-r

The Strongest, lightest, Most Aero Colnago Road Frame ever. 

Superbly crafted from the finest quality carbon fiber available, the 835g (size 48s) V1-r is Colnago's most recent collaboration with Ferrari. 

Hayes Hex Lock quick releaseThe V1-r is designed to be a more aggressive race bike than either the C60 or it's predecessor the M10.  It has a stiffer, firmer and more responsive feel than the Italian made C60 as well as being measurably stronger than anything else in Colnago's lineup.  The new V1-r will accommodate either electronic or mechanical shifting systems and tires up to 28c wide. With the V1-r, Colnago has at last found an acceptable design for carbon rear dropouts, front fork ends are still made of forged and machined aluminum to withstand mounting on roof racks. 

New for Colnago is the move to direct-mount brake calipers including a rear brake that is located below the chain stays.  This improves aerodynamics, saves weight over conventional road calipers and is less prone to flex, improving modulation.   Brakes will be available direct from Shimano or as Colnago branded calipers from Hayes.  A thru-axel (front and rear) disc version of the V1-r is also in the works with some form of Haye's HexLock quick-release skewers.  

When Colnago decided to go aero they didn't simply replace a bunch of tubes with air foils.   Kamm-style Airfoil shaping on the down tube, head tube, seat tube and seatpost serve to make the V1-r slicker than a conventionally shaped frame in all conditions without sacrificing other performance or aesthetic characteristics of the frame.  The V1-r Looks like a Colnago, not the offspring resulting from an unfortunate alliance between a Tie Fighter and a VitaMix.

With all this, the factory stresses that Colnago has never set out to create the lightest frames. Colnago ThreadFit 82.5 bottom bracket.  Part of the weight penalty compared with other flagship models is due to the bottom bracket where Colnago has incorporated the ThreadFit 82.5 system introduced in the C60.  The factory views the currently accepted practice of pressing bearing cups into a bonded-in sleeve or of inserting bearings directly onto molded-in seats as an effort to reduce manufacturing costs, thinly veiled as advanced technology and unacceptably prone to creaking or play.  The TreadFit 82.5 systems features a threaded steel sleeve which is permanently bonded into the shell.  It is at this point that a set of precision-machined aluminum cups are threaded into that sleeve.  Proper alignment is insured between both sides while the threaded cups can easily be replaced in the event of wear.  This extra-wide shell geometry allows Colnago to build the V1-r with generously proportioned tubing while maintaining compatibility with a wide range of component manufacturers.

Weight savings were also sacrificed for durability in the 1 1/8 to 1 1/4 tapered head tube where headset bearings rest on precision machined aluminum seats rather than on the head-tube's native carbon.

Colnago's goal in the V1-r has never been to make the lightest frame – only great riding and highly durable race bikes that also hold their value over time. "The numbers don't mean anything," says Colnago's national sales manager Billy Kanzler. "It's designed to ride like a Colnago." 

Technology Aeroshape Brake Mounts Disk Brakes Fork Carbon Dropouts Bottom Bracket Seatpost Colnago Catalog

The V1-r will be available in eight sloping sizes, four colors and comes with a 2 year warranty.

Fatta In Italia: Made in Italy

The TECHNOLOGY

Colnago’s manufacturing philosophy combines innovation, design and beauty. However, underpinning this lays a fundamental dedication to building bicycles with safety and longevity in mind. Consequently, one of the key features of the construction process at Colnago is an extremely rigorous use of new technologies.

THE COMPARISON “Colnago is like a Ferrari”

The car­bon fibre pro­duc­tion in the entire Colnago 2013 prod­uct line is para­mount in the mar­ket­place. Not just the raw mate­ri­als, but through­out the man­u­fac­tur­ing process, no cor­ners are cut. This is one of the most impor­tant con­sid­er­a­tions in the final price of a Colnago bicy­cle or frame. Another aspect is Colnago’s unwill­ing­ness to go out­side of Cambiago, Italy for design­ing all aspects of the finest bicy­cles avail­able. This is why Colnago offers a unique style matched with the most advanced tech­nol­ogy. “Made in Italy” on a Colnago prod­uct truly means “Made in Italy”. Behind the Colnago sig­na­ture lies the most metic­u­lous and com­plex study of every aspect of the bicy­cle, from design table to final prod­uct. It is this invest­ment in detail that make Colnago logo on bicy­cle anal­o­gous to the Ferrari Horse on an auto. This a com­par­i­son that Colnago wel­comes with pride.

RESEARCH AND METHOD

Even with the vast avail­abil­ity of car­bon fibre, there are a num­ber of poten­tial prob­lems that can exist in the man­u­fac­tur­ing process. Only with great invest­ment in man­u­fac­tur­ing tech­nol­ogy can a car­bon prod­uct be con­sid­ered safe and reli­able with no sac­ri­fice to per­for­mance. The tubes of Colnago frames are built with an advanced fil­a­ment wind­ing sys­tem. This process, which is per­formed over a solid, stain­less steel INOX core, yields a highly con­sis­tent wall thick­ness, even in cases where the tubes use intri­cate exter­nal and inter­nal shape and struc­ture. Moreover, thanks to the INOX “mir­ror treated” cores, all the dif­fer­ent lay­ers are com­pressed with extremely high pres­sures. This advanced process lim­its excess resin in the com­pos­ite, reduc­ing weight while increas­ing strength. This, plus advanced tube shap­ing and struc­ture, yield the high­est strength to weight ratio.

CONSTRUCTION PROBLEMS

If to build a tube on a rigid core to be later removed is easy to imag­ine, to per­form a com­plex struc­ture as bot­tom bracket junc­tion is pretty dif­fer­ent and show prob­lem­atic dif­fi­cul­ties to be solved because of its shaped and because of all the dif­fer­ent and simul­ta­ne­ous forces that come there together once in action. The fibres ori­en­ta­tion, the nature of car­bon type itself and the total con­trol of the join­ing walls are the fruit of an exhaust­ing research, lab­o­ra­tory and road tests. The car­bon junc­tions of Colnago Frames are built by the same fibres of the tubes: made in Italy with the high­est qual­ity stan­dards. As for the tubes are the sum of over­lapped lay­ers of uni­di­rec­tional type alter­nate with var­i­ously ori­ented wefts. The inter­laced lay­ers are com­monly named 1K and 3K, the best con­fig­u­ra­tions to give homo­gene­ity, strength and reac­tiv­ity to a win­ning road bike. This comes over any aes­thetic choices that some frame fac­tory take with­out a real tech­ni­cal base.

ANY DETAIL MAKES THE DIFFERENCE

Length and shape of the join­ing sur­faces, lay­ers an ori­ent­ing of the fibres. Nothing is for noth­ing and every­thing is related to angles and dimen­sion in any sin­gle frame to obtain the max­i­mum homo­gene­ity in reac­tions. The junc­tions of Colnago frames take shape around a spe­cial high den­sity poly­mer to be man­u­ally destroyed after the poly­meri­sa­tion. This exclu­sive sys­tem makes pos­si­ble to build a cave com­po­nent with com­plex (mul­ti­fac­eted) shape with­out to renounce to press the strat­i­fied fibres under excep­tion­ally high pres­sures, as it hap­pens on the tubes.

COLNAGO AND FRAME WEIGHT

The weight of the frame is a detail which is push­ing unsafe prod­ucts into the mar­ket­place. The often unre­li­able and incon­sis­tent tra­di­tional man­u­fac­tur­ing process with car­bon can pro­duce end-products with often sus­pect yield and fatigue strength. Circumstances can lead infe­rior frames to not only crack, but can result in cat­a­strophic fail­ure with­out warn­ing. Many processes used to lighten frame weight are sim­ply not proven to be reli­able. With tech­no­log­i­cal appli­ca­tion, it is pos­si­ble to see frames in the mar­ket­place with weights between 700g and 800g. These frames can be tempt­ing to the con­sumer look­ing for the light­weight advan­tage. Colnago believes in a limit of 1000g. It is sim­ply not worth sac­ri­fic­ing han­dling, safety and reli­a­bil­ity for the neg­li­gi­ble advan­tage of a few grams of sta­tic frame weight.

Kamm Aerodynamics:

Diagrams of airflow around various shapes:Kammback, Kamm Tail or K-Tail aero shaping was developed by German aerodynamicist Wunibald Kamm in the 1930s. The design calls for a body with smooth contours that continues to a truncated tail resulting in reduced drag.

History:

Paul Jaray began developing streamlined car body work in the 1920s. His design featuring the now classic, low-profile teardrop shape with a long tail.  Better highway systems being built in the 1930s lead to higher automobile cruising and top speeds forcing designers focus on automotive aerodynamics.  In 1935, Georg Hans Madelung, a German engineer, professor, and aircraft designer, showed that a long tapered tail provides only slight improvements in aerodynaic efficiency. 

Freiherr Reinhard Koenig-Fachsenfeld "developed a body style whose tail was cut off to form a flat rear surface" to reduce the air turbulence caused by the apparently streamlined, but steeply raked roofs of cars that used Paul Jaray's principles. He worked on an aerodynamic design for a bus, and Koenig-Fachsenfeld patented the idea.  In 1936,  research by the Stuttgart Research Institute for Automotive and Automobile Engine Technology, under the direction of Wunibald Kamm, theorized that vehicles with the so-called K- or Kamm tail, following Koenig-Faschsenfeld's lead, would offer a good compromise between functionality, attractive drag coefficients and vehicle stability".   He went on to demonstrate mathematically and empirically the effectiveness of the design.

The Kamm-back, or K-form, was a body with a smoothly contoured front that continues to an abrupt vertical flat surface in the rear. The earliest use of "Kamm" to describe an automobile body incorporating this design was the prototype 1940 'Kamm' Coupe based on a BMW 328 chassis.  The earliest mass-produced cars that used Kammback principles were the 1949–1951 Nash Airflyte in the U.S. and the 1952–1955 Borgward Hansa 2400 in Europe.

Ferrari 365 GTB4 Daytona showing Kamm tail.

Aerodynamics:

Fluid dynamics dictate that a teardrop shape is the ideal aerodynamic form, Kamm found that by cutting off / flattening the streamlined end of the tear at an intermediate point, and bringing that edge down toward the ground, he could gain most of the benefit of the teardrop shape while mitigating the material, structural, and size problems associated with a tear drop shape. Air tended to flow in approximately the same manner regardless of  the presence or absence of a tail. This is called the Kamm effect. There is controversy about the proportions of a true Kamm tail. According to the classic definition the tail should be cut off where it has tapered to approximately 50% of the air foil's maximum cross section, which Kamm found represented a good compromise—by that point the turbulence typical of flat-back vehicles has been mostly eliminated at typical speeds.

THE AEROSHAPE

Designed with Ferrari, the Colnago V1-R aero!

All of the V1-R’s tubes, including the fork blades and the seat stays, have a special shape optimized in the wind tunnel to make the V1 even faster. The profiles are derived from the NACA (set of foils, and have been heavily revised to be optimized for the speed of a bicycle then truncated to better respond to the demands of the UCI regulations and structural requirements. Unlike the K-Zero, our benchmark for frame aerodynamics, the V1-R has truncated tube profiles, i.e. with a drop-shaped front leading edge and a cut (Kamm) tail.

Colnago strongly believes that a bicycle requires a balance between the aerodynamic and structural strength, particularly important is the lateral stiffness of a frame, and this is strongly tied to the thickness dimensions of tube sections. The main characteristic of this cut-off profile is the increased lateral stiffness, compared to the equivalent full profile, thanks to the action of the rear plane. It’s also a considerable weight savings and a lower aerodynamic resistance in the case of side wind, due to the phenomenon of “deadlock” – found more often with complete profile tubes.

To better understand the choice of a truncated airfoil profile instead of a traditional teardrop, it is necessary to analyze the speed of standard use of the two types of bicycles and their related components. The phenomenon by which every aerodynamic consideration must start is directly related to the actual speed of the rider. Riding the bike, even on a windless day, it is easy to perceive that some air hits the body (Man Made Wind). If you also add the real wind (True Wind) blowing against the rider’s body and his bike (Resultant Apparent Wind), the resistance to wind would simply be the sum of the two forces mentioned above. In the case of a time trial race, the speed produced by the athlete (MMV) is so high as to rotate the Apparent Wind almost frontally.

That’s why TT frames have the characteristic drop-shape design on all tubing. At a slower speed, instead, the rider’s speed is likely to produce a wind rotated more laterally, making useless the traditional drop-profiles. In the study, with the help of acquisition of wind data during a stage race, we discovered a result of the YAW typical angle of 4-8° for a time trial bike and 12-18° for a traditional bicycle (in the flat stage, it can easily be around 90° – as in the case of a climb like Mt. Ventoux where there’s exposure to strong crosswinds at low speeds). This data was crucial to the design elements of the V1-R.

BRAKES MOUNTS

New Colnago V1-R brake mount.

One of the most striking features of the V1-R is the adoption of a new standard for the braking system. The choice was made to use direct mount brakes, first developed by Shimano for the new Dura-Ace. The main advantage of this brake is a better integration, both structural and aerodynamic, with the frame and fork. In terms of performance, this translates into a system that is stiffer (and therefore more powerful), lighter, and with cleaner aesthetics. Shimano offers these new brakes in the 105, Ultegra and Dura-Ace series. For the customer wishing to use SRAM or Campagnolo components, we have also developed our own brake, which will be available with the frame.

Plus

  • Stiffer
  • Better Aerodynamics
  • More Stopping Power

DISC BRAKE

REAR

Colnago V1-R Discbrake Rear

The housing for the disc was obtained directly from the mold, without sacrificing the full carbon dropout, one of the most important characteristics of V1-R. The threaded insert is lightweight and rigid and can rely on a self-centering clamping system. This makes installation and proper adjustment of the rear caliper much easier.

PLUS

  • Lighter
  • Laterally Stiffer
  • Easier Assembyl
  • Easier Adjustment

FRONT

Colnago V1-R Discbrake Front

For V1-R Colnago has developed a new fork. The most noticeable change is the new hexlock15 locking system thru axle system, based on the Manitou proprietary design. In order to remove the wheel, you just have to open the quick release and then turn it 90°, that’s it . This system is both stiffer and faster to engage than a standard QR9 axle. The thru axle design does not allow for independent fork leg movement, improves tracking while braking and has more precise handling. The passage of the cable is inside the left leg. The fork dropout with open QR9 will still be available.

PLUS

  • Faster Wheel Installation and Remover
  • Laterally Stiffer
  • Better Tracking During Braking

FORK

Brand new Colnago V1-R aero fork.

The V1-R’s fork is also a new concept, designed and structured to support the integrated front brake body. It has a double hole to accommodate the dual pivot system for direct mounting. The brake is thus more rigid, powerful, and aerodynamic. The design also incorporates the shapes of the other tubes with the truncated profiles. The base measures 1 “1/4, while the remainder is 1 1/8”. A valuable detail is the conical carbon fiber head, on which is located the headset bearing. Tolerances allow the mounting of tires up to a maximum size of 28 mm. Also; as with all Colnago forks, the dropouts are made ??of aluminum.

PLUS

  • Better Aerodynamics
  • Rigidity
  • Lighter Weight

CARBON FRAME DROPOUTS

The first Colnago with carbon drop outs, the V1-R

Another major innovation found on the V1-R is represented by the use of carbon fiber monocoque dropouts and an internal replaceable derailleur hanger. The advantage in terms of strength and weight are significant compared to the equivalent solution adopted in the past on the M10. Inside the right dropout there is the hole for the rear derailleur cable, suited for both mechanical and electronic groupset.

PLUS

  • Stiffer
  • Stronger
  • Lighter

BOTTOM BRACKET

To increase the rigidity of this portion of the frame, without increasing the thickness of the tube walls and, consequently, frame weight, the V1-r uses tubes with larger sections. Therefore, the width of the bottom bracket area has also been increased. Colnago assessed all the standards currently on the market prior to this design’s debut. The “BSA” standard is good for reliability, but is too old compared to the technical evolution used to develop the V1-r. None of the PressFit systems available met the needs of reliability and durability required by the V1-r. Reluctant to compromise, Colnago has decided to take the best of both technical solutions – the reliability and practicality of a threaded bottom bracket (BSA), and the width and rigidity which characterizes the standard press-fit. So, Colnago introduced the Threadfit82.5 patented proprietary standard. Compatible with all the Pressfit 86.5 BB versions, the Threadfit82.5 adds two new cups that are easily removable – significantly adding to the longevity of the frame.

PLUS

  • More Stiffness
  • Better Reliability
  • Ease of Maintenance
  • Increased Life Span of the Frame

SEATPOST

Colnago V1-r aero seatpost

For the maximum integration and aerodynamics, we offer the new V1-R with a special, dedicated seatpost. Using the proven forged aluminium head of the models currently in production, we proceeded to design and build a tube of small diameter (approx. 27.2 mm) for maximum comfort and aerodynamic profile (also a truncated profile) to ensure maximum penetration of the air.

PLUS

  • More Comfort
  • More Aerodynamic Advantage