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Product Comparison Test – Friday 21 June 2024 – Alkmaar, Netherlands
Wesley De Does Transition from Scott Plasma to TF1
In competitive triathlon, every marginal gain counts, and aerodynamic performance is often the key differentiator between victory and defeat.
Wesley joined the 21st June 2024 Kú Aerocamp at the Alkmaar Velodrome in the Netherlands with a specific objective: to evaluate the aerodynamic performance and equipment configuration of one of the most popular triathlon bikes on the market, the SCOTT PLASMA 6 RC to the Kú TF1.
This blog outlines the testing and analysis conducted to compare the baseline aerodynamic drag (CdA) and power-saving potential between the PLASMA and TF1, shedding light on the impact of bike setup, bike fit and frame geometry.
Testing Approach
Wesley’s evaluation involved baseline testing of both the PLASMA and TF1 in configurations without race hydration. The primary goal of the testing was not to measure micro-effects due to equipment matching across the two bikes but to assess how Wesley’s performance would vary between the two bikes in their respective “as supplied” configurations.
The test protocols included removing the crank and power meter from Wesley’s new TF1 for testing the PLASMA. CdA was measured using the same Aerolab device and standardizing all other data recording equipment between the two bikes to ensure comparable data acquisition.
Testing Approach
Wesley’s evaluation involved baseline testing of both the PLASMA and TF1 without race hydration. The primary goal of the testing was not to measure micro-effects due to equipment matching across the two bikes but to assess how Wesley’s performance would vary between the two bikes in their respective race configurations.
After baselining both bikes in their basic configurations Wesley undertook a development program to tune his performance on the TF1 in order to measure the potential performance gains in switching from his PLASMA.
The test protocols included removing the crank and power meter from Wesley’s PLASMA for testing the TF1 and standardizing all other data recording equipment between the two bikes to ensure accurate comparisons. CdA was measured using the same Aerolab sensor.
Frame: Scott Plasma 6 RC size medium.
Wheels: Zipp NSW 80mm front and rear.
Tire Size: 28mm tires.
Scott BTA hydration and seat tube aero bento fitted.
Frame: TF1 L650 Demo.
Wheels: 80mm Zipp NSW rim on the front and an 80mm Kú rim on the rear.
Tire Size: 28mm front and 25mm rear.
No hydration or storage fitted.
A critical factor in Wesley’s improved performance on the TF1 was his bike fit. Both his SCOTT PLASMA and TF1 fits for the test were handled by Jo Spindler ensuring consistency in his biomechanical setup. However, while Wesley had been tuned by Jo to the PLASMA, the geometry of the bike did not allow for the same precise fit he could achieve on the TF1. The longer and lower geometry of the TF1 L650 Demo provided him with a better position that enhanced both his comfort and aerodynamics.
A good fit not only minimizes drag but also maximizes power output and reduces fatigue over long distances.
The key aerodynamic parameter measured was Wesley’s drag coefficient (CdA), which directly influences how much power is required to maintain speed. Lower CdA values represent better aerodynamic efficiency.
The data below was achieved in a velodrome test with values compared at a constant velocity of 40kph or a normalised power of 250W
Wesley’s baseline CdA averaged 0.243 across two measured runs. Wesley’s hydration setup on the PLASMA included an aero storage unit mounted to the rear of the seat tube, and an aero BTA unit mounted between the extensions.
The data below was achieved in a velodrome test with values compared at a constant velocity of 40kph or a normalised power of 250W
Without race hydration or storage: On the TF1, Wesley achieved a baseline CdA of 0.222, averaged over two runs.
Hand position adjustment: A small adjustment to Wesley’s hand position, achieved by extending the cockpit by 15mm resulted in a slightly higher CdA of 0.223 but Wesley felt more comfortable so this position was retained for the rest of the test.
The MET Drone helmet was worth a two point improvement in CdA to 0.221, recovering the slight loss from the change in cockpit.
Replacing the 80mm Zipp NSW with the preferred race set up using the Kú 35mm front wheel gave the biggest single improvement of the test reducing Wesleys CdA to 0.215. A portion of this drop will be the result of dropping from a 28mm tire to the 25mm tire fitted to the Kú rim.
With race hydration: Adding the Bento and BTA (between-the-arms) hydration setup on the TF1 further improved the aerodynamics, reducing the CdA to 0.212.
Aerodynamic Efficiency: The comparison between Wesley’s race setups on his PLASMA and the TF1 showed a significant aerodynamic improvement with the TF1. The difference in CdA between the PLASMA, in race configuration with hydration, and the TF1, in race configuration with hydration was 13%. This improvement translates into a significant power saving and time gain over long-distance races.
Power Savings: At an average speed of 40 km/h over an Ironman distance, the 13% difference in CdA corresponds to a 25-watt power saving for Wesley on the TF1 compared to the PLASMA.
Time Gains: This power saving would result in a time reduction of 11 minutes and 48 seconds over a full Ironman distance when riding at a consistent power output of 250 watts.
The data below was achieved in a velodrome test with values compared at a constant velocity of 40kph or a normalised power of 250W
The Kú TF1
demonstrates a 13 % saving
over the SCOTT
The Kú TF1 saved
Wesley 25 watts at
40kph over the SCOTT
Over a full Ironman distance ridden
at 250W Wesley would save 12 minutes
on the TF1 compared to the SCOTT
Wesley’s transition to the TF1 from the SCOTT PLASMA provided him with substantial aerodynamic benefits, mainly due to the optimized setup of the TF1, including a more aerodynamic position and improved race hydration integration. These benefits not only enhance his power efficiency but also offer considerable time savings over long-distance events, making the TF1 a superior choice for his future races.
The meticulous testing and analysis conducted for all athletes attending Kú Aerocamps underlines the importance of tailored bike fitting, equipment configuration, and continuous refinement of race setups for achieving peak performance in competitive cycling.
For Sales Enquiries:
Ed Grace
ed@ku-cycle.com
+44 7894 307395
Media Contact Kú Cycle:
Alex Bok
alex@ku-cycle.com
+31 (0) 683 033 920
About Kú Cycle
A Dutch based company with a mission to design bikes and performance solutions that will change the sport forever – the perfect fit between body and machine. We believe a rider’s position should be established independent of the bike and will therefore reposition bike fitting services from a post-purchase service to a pre-purchase service. A new production process (built-to-order) and a completely different sales model are introduced with a single objective: athlete performance delivered!
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