The titanium seatpost is a $185 upgrade and comes in a setback or, in our case, straight option. The bars and stem are Easton EA70 alloy for a balance of quality, weight and stiffness. The mid-compact (52/36) crank is matched with an 11-28 cassette for a great balance of speed and climbing gears. Our build sat in the middle with Shimano Ultegra Di2. When it comes to the build kits, Litespeed offers four build levels-from Shimano Ultegra mechanical all the way up to SRAM Red eTap or Shimano Dura-Ace Di2. For an additional $600, Litespeed also offers custom geometry. All the cables, wires and hoses are run internally, ensuring a clean aesthetic. The frame leaves room for 30mm tires, but in our testing, there was room to still go a bit bigger. There is a fairly short 12.9cm tapered head tube that is matched with Litespeed’s own carbon fork. Like the original from 20 years ago, the Ultimate is offered with rim brakes, but our test bike used modern flat-mount disc brakes with 12mm thru-axles. Our bike came with the standard PF30 bottom bracket shell, but for $250 it can be swapped out for a threaded T47 shell. Our size-medium test bike still stays true to its heritage as a race bike, combining 41.5cm chainstays, 73-degree head tube and a 98.1cm wheelbase. Now redesigned, the Ultimate uses tube shaping to optimize stiffness, aerodynamics and compliance, along with what is now considered “modern” geometry. Constructed of 3/2.5 tubes, the Litespeed Ultimate was originally the brand’s go-to race bike with a unique, groundbreaking geometry at the time.
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March 2023
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