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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.
Last year, we made the switch to USA made Enduro Bearings in the bottom brackets on many of our high-performance level models. Why? Because they are the experts when it comes to obsessing about bearings! Enduro Bearings pioneered MAX type bearings, a design previously only used for large equipment such as forklifts and earth movers almost 20 years ago for bicycles to address the challenges associated with mountain bike pivots.
By filling the races with balls, these bearings have 35-40% more load capacity than standard radial bearings. They accomplish this with a special design where the maximum number of balls are inserted into the bearing. The race grooves are deeper on these bearings for more lateral support for the twisting and multiple forces associated with mountain bike pivots. LLU seals give maximum protection against the elements while keeping the 90% fill of Almagard Extra High Pressure Grease inside. We also specify MAX BLACK OXIDE bearings in our carbon frames which get an additional Magnetite treatment for hardness, rust resistance and even more reliability.
In addition to these BB bearings, we’ve also gone ahead and made these bearings standard on our MP4 suspension bikes. The result for you is a much more active and quick rear suspension, eliminating play and wag all at the same time. Out of the box, our DEFCON & XCT suspension bikes with Enduro’s MAX bearings will save you time and money, as they will perform well 2 or 3 times longer than off the shelf bearings.
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.
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.
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.
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.
We are all-in. Disc brake technology provides superior stopping and safer braking no matter the conditions. They offer increased control and better modulation as you vary from being at-speed to slowing down or stopping. They are significantly less affected by rain and wet conditions, and eliminate any rim heat build-up that can come with caliper brakes. Gone is the need to be concerned with carbon rim deformation. Whether the streets of NYC or LA, or long and winding open roads, the control and safety that comes with disc brakes will only heighten the experience that comes with a riding a Jamis.
Jamis’ MTS system increases the12mm thru-axle fit-range by offering multiple aluminum inserts designed to accommodate the various threaded thru-axles produced by any number of hub and fork makers.
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.
Having direct-mount/dual-pivot calipers bolted to the chainstays frees the seatstays from their traditional role of brake system reinforcement. So we can focus on designing and tuning the seatstays for their primary purpose: ride compliance and torsional stability.
Size specific tubing optimizes ride quality and assures the lightest possible weight for each frame size. SST engineering applies not only to the main frame – our 56, 58 and 61cm frames are designed with top and down tubes 10% larger than on the 44 – 54cm -- but to the seat stays as well. The result is a bike that handles precisely, accelerates explosively and offers compliance for EVERY rider.
UPGRADES FROM XENITH TEAM
• SRAM eTap 22-speed group
• SRAM HRD Hydraulic disc brakes
• 3T DISCUS C35 Team Carbon Tubeless Disc wheelset
• 3T Ergosum Team Carbon bar
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 2017 Xenith is equipped with our new 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.
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 does not crowd the rear tire and allows extra room for a 28C.
Chainstay design is critical for the efficient transfer of power from pedal to wheel. But simply beefing up the entire area to prevent frame flex under pedaling torque and disc brake forces can yield unnecessary weight gain and stiffness. The Xenith chainstay design maximizes stiffness while minimizing weight through asymmetrical design - the driveside chainstay is 15% larger and 30% stiffer to offset drivetrain induced flex.
|Frame||Jamis Road carbon fiber monocoque Dyad Elite M30/T700, FEA optimized Near Net SPV molding process, SST tubing diameters, oversized seat tube, 1.5 - 1 1/8” head tube with carbon bearing races, EVO386 carbon BB shell, ACE internal cable routing compatible for both Di2 wires or traditional cables, rider tuned twin seat stays, oversized asymmetrical chainstays with flat mount disc brake mounts, 12x142 thru-axle with Jamis MTS (Modular Thru-axle System), carbon drop outs with replaceable alloy FD mount and RD hanger|
|Fork||Jamis Road Disc carbon fiber, FEA optimized Near Net SPV molding process, 1.5” hollow formed crown, monocoque one-piece forming technology, flat mount disc brakes with internal cable, 12mm Jamis MTS (Modular Thru-axle System) with carbon dropouts|
|Headset||Enduro CNC integrated, Stainless Steel sealed bearing with 15mm top cone, 1.5 - 1 1/8”|
|Wheels||3T DISCUS C35 TEAM Carbon Tubeless Disc Wheelset. 11-speed, 24H, 32mm rim height with 25mm width, 3T Centerlock hubs with alloy body, spindle and freewheel and adjustable bearings and stainless steel straight-pull bladed spokes, front 12mm/rear 12x142 Shimano thru axle|
|Tires||Vittoria Corsa with 4c Compound and G+Isotech 320TPI, 700 x 25c|
|Derailleurs||SRAM RED eTap rear and braze-on front|
|Shiftlevers||SRAM RED eTap HRD hydraulic, 22-speed|
|Chain||SRAM RED 22 Chain|
|Cassette||SRAM XG-1190 11-speed, 11-28T|
|Crankset||SRAM RED, 52/36T, 170mm (48/51), 172.5mm (54/56), 175mm (58/61)|
|BB Set||Enduro Ceramic PressFit 30|
|Brakeset||SRAM RED HRD flat mount hydraulic disc brakes, SRAM 160mm rotors with SRAM RED eTap levers|
|Handlebar||3T Ergosum Team, Carbon, 31.8 x 400mm (48/51), 420mm (54/56), 440mm (58/61)|
|Stem||3T ARX II Team Stealth, 3D forged 7075 T6 alloy, 6˚ x 90mm (48/51), 100mm (54/56), 120mm (58/61)|
|Tape||Fizik Microtex Superlight tape|
|Seat Post||3T Zero25 Team Carbon, 31.6 x 350mm, offset 0/25° with Jamis 7075-AL CNC aluminum 1-bolt seat post clamp|
|Saddle||Fizik Artares R5 with intergrated clip system|
|Sizes||48, 51, 54, 56, 58, 61cm|
|SIZE||TOP EFFECTIVE||HEAD ANGLE||SEAT ANGLE||CHAIN STAY||WHEEL BASE||FORK RAKE||BB DROP||HEAD TUBE||STANDOVER||STACK||REACH|
|48||20.27 / 515||71.5˚||73˚||16.34 / 415||38.11 / 968||1.97 / 50||2.68 / 68||3.94 / 100||28.07 / 713||19.53 / 496||14.29 / 363|
|51||20.83 / 529||72˚||73˚||16.34 / 415||38.54 / 979||1.97 / 50||2.68 / 68||4.72 / 120||29.90 / 744||20.35 / 517||14.61 / 371|
|54||21.42 / 544||73˚||73˚||16.34 / 415||38.46 / 977||1.69 / 43||2.68 / 68||5.51 / 140||30.08 / 764||21.34 / 542||14.88 / 378|
|56||22.24 / 565||73˚||73˚||16.34 / 415||38.90 / 988||1.69 / 43||2.68 / 68||6.30 / 160||30.71 / 780||22.09 / 561||15.51 / 394|
|58||22.83 / 580||73˚||73˚||16.34 / 415||39.88 / 1013||1.69 / 43||2.68 / 68||7.09 / 180||31.38 / 797||22.83 / 580||15.83 / 402|
|61||23.23 / 590||73˚||73˚||16.34 / 415||40.28 / 1023||1.69 / 43||2.68 / 68||7.87 / 200||32.08 / 815||23.58 / 599||16.02 / 407|
FIT & SIZING