Tested by Takeaway: The tenth-generation Giant TCR Advanced is not a huge leap forward from the bike it replaces. But considering the TCR was already one of the best road bikes in the pro peloton, it’s noteworthy that Giant still made improvements. So yes, while the newest TCR looks much like the previous version, it is lighter, stiffer, and more aerodynamic. Can those extra few percentage points be felt over the previous TCR? Maybe. Is the new TCR excellent? Absolutely!
Price as Tested: $5,700
Weight: 16.9 lb. (Size S, without pedals or cages)
Giant TCR Advanced Pro 1 Di2
Pros
- Lighter, stiffer, and more aero than the previous TCR
- A very well balanced all around road racer
Cons
- PF86 limits 30mm spindle crank compatibility
- Not UDH
- Could be lighter or more aero
Changes and Updates
When bike brands launch new road bikes, the bikes are almost guaranteed to be lighter, stiffer, and more aerodynamic than the brands’ previous models or variants. And the Giant’s latest TCR Advanced is exactly that. However, the improvements are not massive changes. They are refinements to an already outstanding road race platform.
Numerically speaking, the improvements to the new TCR are pretty subtle. According to Giant, absolute frame stiffness increases slightly—by 1 N/mm (150.6N/mm compared to 149.8 N/mm). That improvement is more impressive when the new TCR lower weight is factored in. Giant claimed that the weight of an unpainted, medium TCR Advanced SL frame (the most expensive one) is now 690 grams.
That 690 grams is a 75-gram decrease from the previous generation TCR Advanced. You will, of course, need to add back the 66g for the bike’s paint to get the actual frame weight of 756g. That’s not exactly Specialized Aethos territory. A painted S-Works Aethos (54cm with all the hardware) weighs 690g. Granted, unlike the Aethos, the TCR is meant to be a more complete bike rather than one that abandons aerodynamics in pursuit of low weight.
In terms of aerodynamic efficiency, Giant claims that the new TCR is about 5.6 watts more efficient at 25 mph than the last version. This gain is for a complete bike, fully outfitted with two bottles, spinning wheels, and a motorized rider mannequin.
The aerodynamic improvements mainly come from Giant running the brake hoses internally and the frame’s overall narrower profile. If you compare the tube shapes from the ninth-generation TCR to the tenth, you can see that the downtube, seat tube, and fork blades have all slimmed down, particularly at their leading edges.
The new TCR’s hidden hoses are perhaps the biggest change to the platform. Giant (finally) caved to the market and routed the bike’s shift cables and brake lines through the upper headset bearing. The previous generation of the TCR Advanced was one of the last top-of-the-line road bikes from a major brand with external routing, and it marks another loss in the battle for easily adjustable and serviceable front ends.
Giant at least makes its system relatively easy to live with. The TCR uses the same OverDrive Aero D-shaped steerer tube as the latest Propel. Most stems can be swapped without disconnecting and bleeding brake lines since everything runs inside a channel below the stem rather than through it. It’s a clever, more user-friendly solution that makes hidden cable routing slightly easier for everyday riders and shop mechanics.
Aside from the subtle aerodynamic shaping, much of the TCR looks very familiar. Giant stuck with a PF86 press-fit bottom bracket shell for the new TCR, resisting the recent trend of brands (like Specialized, Trek, and Cannondale) reverting to more traditional threaded setups. While I would have applauded Giant for moving away from the press-fit standard, the brand has a track record of manufacturing frames with excellent tolerances that result in creak-free operation.
Giant continues using an integrated seat post (ISP) for its top-of-the-line TCR Advanced SL models. However, Advanced Pro and Advanced models use a telescoping Giant seatpost. While the TCR Advanced Pro’s post is proprietary to Giant bikes, it is simple to adjust and makes traveling with a TCR much easier.
Curiously, Giant also stuck with its own replacement rear derailleur hanger instead of using SRAM’s UDH format. While SRAM hasn’t officially announced any road components built around the UDH standard, we already saw a 1x13 SRAM drivetrain raced at Unbound with a UDH-specific rear derailleur. So it’s likely that the next generation of SRAM’s dropbar groupset will be UDH-specific. Plus, there is the undeniable convenience of the UDH. Finding a replacement derailleur hanger easily at most bike shops, almost anywhere, is UDH’s best feature.
Geometry
There isn’t much to say about the geometry of the new TCR. Like the previous generation, it’s still available in six sizes, and all sizes carry forward without changes. I guess, if it ain’t broke, don’t fix it.
Models and Pricing
Giant offers the TCR in three tiers, with multiple models available at each level. The creme de la creme is the TCR Advanced SL, which gets the fanciest carbon and is the lightest, stiffest, all the things of the bunch.
There are two TCR Advanced SL builds, both priced at $12,750. For that price, riders can choose between SRAM Red or Shimano Dura-Ace. Both options ship with each company's power meter and Cadex’s latest Max 40 wheelset. A TCR Advanced SL frameset can be purchased for $3,500.
The mid-level TCR is the Advanced Pro. It uses the same frame shape but with a proprietary seat post instead of the integrated seat mast. The frame uses slightly less fancy carbon fiber, but the Advanced Pro shares the same fork with the more expensive Advanced SL. The claimed frame weight for Advanced Pro and Advanced models is 890 grams (with paint).
Two Advanced Pro build options are offered. Riders can choose between a Shimano Ultegra Di2 build for $7,000 or the bike we tested, with a Shimano 105 Di2 group for $5,700. Both options use the same Giant SLR 1 40mm carbon wheels. An Advanced SL frameset is also available for $2,100 or $2,200, depending on which paint you pick.
The TCR Advanced is the most economical model in the lineup. It uses the same frame as the Advanced Pro and has a slightly heavier fork. Riders can choose between Shimano 105 Di2 shifting for $5,200 or a Shimano 105 mechanical build for $3,300.
Ride Impressions
Note: Giant sent a size small TCR Advanced for our testing, which is sadly too small for me. Luckily, it was the perfect size for Bicycling’s Senior Art Director and frequent bike tester, Colin McSherry. The ride impressions section below comes directly from Colin.
The latest TCR delivered the ride expected from a bike in its tenth iteration. That is to say, the TCR Advanced is simply fantastic. When you’re ten generations into a product, it’s safe to assume that all the kinks have been worked out and the TCR doesn’t disappoint.
It’s important to note that the TCR Advanced is still a race bike platform. While modern race bikes have gone to great lengths to prioritize and improve rider comfort, the frame still has a noticeable level of stiffness.
When asked to test a bike from Giant, I immediately thought about the high-end, integrated seat post version of the TCR. But for riders seeking a more budget-friendly version, the TCR Advanced Pro is only a step below and delivers tons of performance for the money. While you don’t get Dura-Ace Di2, you still get an electronic shifting 105 Di2 group. In addition to electronic shifting, Giant equips this bike’s Shimano 105 crankset with a Giant Power Pro power meter. It‘s a nice upgrade for someone looking to add power data to their training.
The fact that our test bike built up into a 16.9-pound bike is quite impressive, considering it’s a second-tier carbon frame, using a third-tier Shimano groupset, and is priced at $5,700. Giant’s TCR has long been a favorite among riders who prize good value and low weight, and the latest version continues that tradition.
Like all current race bikes, it’s hard to tell the slight differences manufacturers claim. I will say that from the first ride, I could notice the stiffness of the frame. I usually ride 60-65 psi on my road bikes’ tires, but 55-60 psi is the sweet spot on the TCR. I know that’s a subtle change, but it helped on rough road surfaces. While stiff, I never felt beat up by the TCR. The bike’s steering is precise and responsive without being twitchy. When diving into a corner or holding a line on a large sweeper, the TCR holds steady without the need to recorrect or adjust. It is point-and-go.
Conclusion
The TCR presents an interesting option among the current crop of modern race bikes. Because Giant has not gone to the single, lightweight, aero race bike route (like Specialized, Pinarello, and Trek), the TCR remains unconstrained to be a great all-around bike that prioritizes low weight, snappy performance, and good ride quality. And for many riders, that will be enough.
However, the TCR might be less attractive for riders interested in racing and outright speed. Yes, Giant has improved the TCR’s aerodynamics, but those improvements are measured against the previous TCR, which was not a very aerodynamic bike in the first place.
A part of me wishes that Giant had instead gone all in on weight and turned the TCR into a Specialized Aethos rival. However, I also appreciate the decision to maintain the TCR firmly in its role as the modern all-around race bike that balances everything well.
Notes From the Field
- I was excited to try a narrower bar (since its aero benefits are the current trend for road racers). Giant claims the size S TCR Advanced’s bar is 39/40cm which the brand measures at the outside of the hoods and drops (I usually run a 40-42cm bar). However, different brands have different measuring points, some from the center of bars/hoods. I found the Giant bars measure 36cm from center to center at the hoods. While acceptable on flat or rolling terrain, they felt narrow when climbing out of the saddle.
- 105 Di2 took a little tweaking in Shimano’s E-tube app to get the gears in perfect working order.
- The one thing I miss about the 105 shifters (which are included on Dura-Ace and Ultegra) is the buttons on top of the hoods. Having ridden Ultegra and DA-equipped bikes, I grew accustomed to setting those buttons up for additional shifting duties.
- I’ve had issues with stock saddles on previous test bikes and often swapped them to my Specialized Power saddle. But for the TCR, I stuck with the stock Giant Fleet SL. Both saddles are the newer, short-nose design with ergonomic cutouts. I haven’t had any issues after a few hundred miles on the Fleet. The padding isn’t super thick or too minimal. The slight flex of Fleet’s composite base gives it the feel I hoped for.
- Tire clearance is officially listed at 33mm.
Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer.
