“As good as it gets” is never good enough at Jamis. And our Xenith series proves it. The Pro-circuit proven Xenith platform lets you scorch steep climbs or make up time on switchback descents with an SPV-molded, high modulus carbon fiber monocoque frame that’s so ride-tuned and gram-lean it’s truly a magic carpet to the podium. These are no-excuses race machines, obsessively built so you can sprint with 100% commitment, throw yourself into corners with absolute confidence and still enjoy smoothly forgiving ride quality.
The BB386 EVO bottom bracket design amplifies the benefits of the proven BB30 system. It takes the lighter, stiffer 30mm alloy spindle from the BB30 design, incorporates press-fit bearing cups instead of direct-fit bearings and marries both to a wider 86.5mm BB shell. All without changing Q-factor. Why a wider shell? It allows us to increase the diameter of our seat and down tubes at the BB shell a full 30%, for increased stiffness where you really need it. We can also optimize chainstay design with an increased diameter that doesn’t crowd the rear tire.
Light, flexible and agile, enabling you to perform at your optimum. The speed of light in a saddle, designed for pros, and raced by pros.
The top and down tubes of the Xenith frame are tapered and tri-ovalized for optimal stiffness in the lightest possible package. This tubing design orients the axis of each of the ovals to increase lateral and torsional stiffness while optimizing vertical compliance in the precise location it is needed.
The DURA-ACE series is SHIMANO's lightest, most ergonomic, and most precise groupset ever; delivering the finest mechanical performance. The extra eleventh gear and numerous other enhancements combine to deliver a truly dominating performance. When you ride DURA-ACE, you're riding to win.
Shimano’s direct mount/dual-pivot calipers are mounted on the chainstays of all Xenith models and reside symmetrically over the wheel, with arm placement closer to the rim. When coupled with equal cable pull on each side of the rim, modulation is increased significantly. We include an inline QR so wheel changes are no sweat.
Every 2016 Xenith is equipped with our Adaptive Cable Entry (ACE) system that allows our frames to cleanly manage the internal routing of brake and derailleur cables or electronic Di2 wiring. Xenith models specified with standard cable-actuated drivetrains will be outfitted with ACE plates with integrated cable stops. But we also include with every bike an extra set of ACE plates for Di2 wiring should you ever wish to make the jump to electronic shifting.
Vittoria competition tires benefit from millions of kilometers in racing experience. With the revolutionary G+ Isotech* compound and its leading Corespun casings it is unsurpassed in its competitive performance.
We’ve taken our revolutionary Near Net dual-molding manufacturing process, that utilizes both silicone and polystyrene internal cores to support the frame shape while it is being pressurized within the steel mold, and added a vacuum purge procedure before molding that compresses and eliminates all air between carbon plies. Compaction is absolutely optimized. Not only is weight reduced while stiffness and strength are increased, but over-reliance on fragile and harsh-riding super-high modulus fiber is minimized. The result is lighter, faster, stiffer, stronger frame that simply rides better. A dual-molding manufacturing process that yields near perfect compaction and eliminates fiber wash and wrinkles during the molding process.
Ritchey Superlogic stem, bar and post bring 40 years of design innovation to the Team Jamis -Sutter Home Xenith SL.
All our frames and forks are tested continually to meet or exceed (in some cases, well exceed) EN standards 14764, 14765, 14766 and 14781 as well as the new ISO 4210 standards. We conduct these tests at our frame manufacturing facilities, but we also use EN accredited testing laboratories such as Intertek and SGS to verify the results of our own tests. If these tests aren’t telling us everything we want to know about our bikes, we increase the loads and cycles, or we determine another way to test. Where current hydraulic testing machines, jigs and hardware aren’t up to the task of emulating some of the forces and impacts our bikes might be subject to, we’ve designed our own.
We relentlessly cycle test for fatigue from pedaling and torsional forces on every single frame size, with deflection tests for stiffness at every point of the frame. Brutal impact tests with massive weights dropped on fixed frames or forks are performed. Then reversed, with weights attached to the frame, the frame hoisted to a given height depending upon product type, then released.
This destructive testing is enormously instructive and important. And it is in continual process. But it’s our ongoing non-destructive testing of frames and forks fresh off the factory floor that’s just as vital.
For our carbon fiber frames, EVERY frame is weighed to make sure it’s neither resin rich nor resin deficient. We also measure the stiffness of each frame in 6 critical areas as a check on lay-up production. Each deflection test must fall within 5% of the standards our machine and field-testing have established. This weighing and stiffness deflection testing guarantees every single frame we produce meets all Jamis manufacturing protocol and will
deliver the ride qualities we defined and demand.
The benefits of a properly fitted bike have been recognized for years. It is essential for injury prevention and maximized efficiency. And it is the primary determinant in assuring the greatest comfort and enjoyment while riding.
Our first road bikes introduced in 1988, the Quest and Axis (for Jamis history buffs, this later became the Eclipse), were designed in consultation with Bill Farrell, inventor of the first bike-sizing tool, the Fit Kit. Back then, bike companies generally plotted a single geometry on all frame sizes: the blow ‘em up or shrink ‘em down solution – lazy, cheap and thankfully long ago obsolete. We learned from Bill early on how to tune our frame geometries and specify component sizing to account for the multiple variables needed for a proper fit for every frame size. We’ve been honing our fits for every bike, every year, ever since.
But fit is a two-dimensional calculation. Stack and reach. How tall, how long, for me? It’s in the third dimension – the SST dimension-- that Jamis continues to make a difference for you.
Slight changes in tube diameter have a significant impact upon performance. As diameter increases, strength and stiffness increase along the length of the tube as well. Whether in aluminum, steel or carbon fiber, we vary the cross-section and sometimes even wall thicknesses to fine-tune the performance and comfort characteristics of each frame size.
SST -- Size Specific Tubing-- optimizes ride quality and assures the lightest possible weight for each frame size. By varying the diameters of the tubing in the main frames of each of our frame sizes (and sometimes even in the seatstays) by 10 – 20%, we can produce a bike that not only fits like a glove and handles precisely, but accelerates and climbs explosively and offers justright compliance for every rider, every frame size.
Before electronic shifting was a commercial reality, we were torn on the benefits of internal cable routing. The advantages – stunningly clean aesthetics, no cable stops to chip, ostensibly cleaner cabling systems – were counter-balanced by its chief disadvantages – the extra weight and friction of full-length housing or interior guide tubes and the labor-intensive challenges of installation and replacement. Given our engineering emphasis on performance-first design, we previously outfitted our road-racing Xeniths with externally routed gear and brake cabling. It was light. It was simple. It was easy to maintain.
But with electronic shifting, it makes much more sense to run everything inside. Attaching and affixing wiring and harnesses externally is every bit as laborious (think cable ties, adhesives and external mounts) as running them internally, where they are much more protected as well. Not to mention, running this stuff inside just looks right.
Which is why every 2014 Xenith is equipped with our new Adaptive Cable Entry system. ACE allows our frames to elegantly and easily manage the internal routing of brake and derailleur cable housing OR electronic Di2 wiring. Xenith models specified with standard cable-actuated drivetrains will be outfitted with ACE plates with integrated cable stops. But we also include with every bike an extra set of ACE plates for Di2 wiring should you ever wish to make the jump to electronic shifting.
There are a number of BB standards in the bike industry right now. Here is what you will find on our bikes, and why.
Traditional: The BSA standard. The standard forever. A steel BB spindle, 17mm in diameter, turns within a 68mm or 73 mm shell and upon sealed cartridge ball bearings that are threaded into the BB shell. Not particularly light, not especially stiff (by today’s standards), but reliably durable and definitely cost effective.
External Bearing: The BB shell is still 68mm or 73mm wide and just under 35mm in diameter, but the bearings have been moved outside the BB shell (Shimano Hollowtech II, SRAM GXP, FSA MegaExo). This allows the spindle diameter to be increased over 40% to 24mm and hollowed for a huge stiffness increase with a significant weight reduction. The larger diameter spindle does not compromise bearing size because all bearings now reside outside the frame. The spindle is also better supported with bearings nearer its ends rather than its center.
PressFit30: PressFit30 (SRAM) is a derivative of the BB30 (FSA) system. BB30 increases the spindle diameter to a whopping 30mm for the ultimate in stiffness. But because the BB shell’s inside diameter is also increased from just under 34mm to 42mm, bearing size is not compromised. The challenge with BB30 is that bearings are pressed directly into the frame, leading to durability issues if there are any frame or bearing tolerance deviations. The beauty of the PF30 system is that bearings are housed in nylon cups that are pressed into the frame’s bottom bracket shell. Bottom-line advantages of the PF30 system over BB30? Improved bearing-to-shell interface, greater bearing durability and simplified installation.
BB386EVO: The BB386 EVO bottom bracket design amplifies the benefits of the proven BB30 and PF30 system. It takes the lighter, stiffer 30mm alloy spindle from the BB30 design, incorporates press-fit bearing cups from the PF30 system and marries both to a wider 86.5mm BB shell (which is the same width as on a standard 68mm shell with external bearings). All without changing Q-factor. Why a wider shell? It allows us to increase the diameter of our seat and down tubes at the BB shell a full 30%, for increased stiffness where you really need it. We can also optimize chainstay design with an increased diameter that doesn’t crowd the rear tire.