Even standing still the SL3 has an aggressive lean to it. The muscular head tube, massive down tube, and arching top tube strung taught like a bow hint at a potential for speed we all dream of. Looking every bit like an air force skunk work's stealth fighter, the Superlight version of the Tarmac SL3 is a blackbird designed to fly. It dispenses with cosmetic carbon, paint... even clear coat to make it better, stronger and faster. This could be the Six Million Dollar Man's bike.

I won't pretend I'm qualified to discuss superbike performance in terms of vertical compliance and lateral stiffness, but the bike is responsively stiff. I described the sensation previously as "ruthlessly efficient". There's no apparent flex under power, no kick or bounce as you sling the bike left and right when out the saddle. My sprint tops out around 32mph which wouldn't keep up with a PRO cruising on his TT bike but at 176 lbs, I'm heavier than those greyhounds. When it comes to stressing bikes like the Tarmac what I give up in watts I make up for in sheer body mass ;-)

In any event, the Tarmac was unfazed by anything I did during our three weeks together, deliberately or accidentally, including falling off. By all accounts it was a spectacular ejection.

For a thoroughbred race bike the SL3 is remarkably comfortable. Handling is quick and precise but never skittish. Two years of design, prototyping and testing produced new shapes for the seat stays and chain stays. The former to improve ride quality and forgiveness over less than smooth pavement, the latter to improve power transfer. Clearly this works. Those of you riding Tarmac SL2s should notice a difference; the SL3 is 10% lighter and 18% torsionally stiffer than your Tarmac.

Weighing less than the UCI limit the Superlight featured Zipp 202s shod with S-Works tubulars; SRAM Red running S-Works 53/39 chainrings and an 11-25 Red Cassette; a rear derailleur tricked out with ceramic bearings; TRP 960 calipers front and rear; S-Works carbon bars; S-Works alloy stem; Toupe Team saddle and a very secure pair of Specialized carbon cages.

Road bikes, and particularly carbon road bikes are in the habit of making the odd disconcerting noise. The SL3 was absolutely silent except for the smooth whir of the drive train and the positive click of the Red shifting. I have no doubt Specialized mechanics deserve credit for a bulletproof build, but the FACT IS S-Works 11r frame quality has a lot to do with it. You can find the full technical specs here.

During it's three week stay with Velodramatic the latest Tarmac got several comments from riders stopped at traffic lights and one surprised pickup driver.

Ten What?

I'm riding the SL3 home from work, waiting for the long light at Lawrence Ave to change, when I notice the driver of the pickup beside me pointing at the bike. He's fifteen feet away and its tough to hear over the roar of traffic.

He rolls down the passenger window and shouts "Nice bike". I nod and grin.

I sense the light has changed, give him a friendly wave and roll away, smiling to myself.

In actual fact the msrp on the Specialized Superlight I was riding is $9200... leaving him a full $800 for his first bibs, shoes, jersey and helmet. Now that's how to spend a perfect "ten".

Having gotten a taste for flying the "blackbird" it sure was tough to come back to earth and give it back. This is great race bike in the unlimited performance category. I wish I had the legs to truly test its limits but that wouldn't stop me from buying one. In the meantime I'm hatching a plan to test the SL3 with Di2.

I wanted to get a few rides on the single speed before rendering a judgment on how the project turned out. Geared with a 50-tooth chain ring up front and a 20-tooth cog for my flat commute I put it through its paces last week. I'm happy to report that 2.5:1 ratio was pretty much spot on. The speeds I was seeing on the Garmin matched the numbers when I checked Sheldon Brown's Bicycle Gear Calculator. A very rideable 15.5 mph @ 80 rpm, 17.5 mph @ 90 rpm and 19.5 mph @ 100 rpm. Easy enough on the knees from a standstill, tall enough to cruise along without feeling like a hamster.

The last time I rode a bike with one gear it was a green CCM with high handlebars, a banana seat and a coaster brake. Carbon was just an element on the periodic table back then.

The Trek's full-carbon frame provides a lot of damping rolling with the original Bontrager Select wheelset sporting a new pair of Continental GP 4-Season tires. After the stiffness of my Eulogy, the 7.9fx is a bit noodley. The longer wheelbase and relaxed angle of the hybrid's seatstays have more flex than a road bike. The extended wheelbase has one benefit though, no toe overlap. I can turn on a dime and not have to worry about stubbing my toe on my front tire.

The Build

Mykle Kong, Tech Manager at San Jose Trek did the build while I photographed his usual meticulous work. First step was to strip the frame of the gear we'd be replacing: straight bar, levers and shifters; v-brakes; front and rear derailleurs. Then it was time to prep the rear wheel. Mykle removed the cassette cleaned up the hub and then test fit the Chris King Spacers and 20t Stainless Steel Cog. Virtually every guy in the store came by to check out the beautiful CK jewelry.

Since the bike's primary purpose was as my commute on pavement I wasn't worried about chain ring clearance (like a cross bike) so I opted for a large ring/large cog combination to achieve the gearing. By maximizing chain engagement I should get longer service from the components. The reconfigured 105 triple running the single, outer ring looks very clean from the drive side of the bike, but a little less appealing from the left. At some point I might switch the cranks for a dedicated track setup from Sugino or Miche, there's no hurry though.

Mykle installed Shimano's Alfine chain tensioner to complete the drive train. I hadn't been impressed with the look of the chain tensionsers from Surly etc. The Alfine, available in silver and black, looks like a derailleur with its twin pulleys. My only problem was finding one, apparently there's not much call for them in the U.S. Eventually I had to purchase it from a shop in the UK. To keep the Alfine in a nice compact configuration we spliced two SRAM chains together and then trimmed the excess links. While there is some room for inboard/outboard adjustment on the Shimano tensioner Mykle decided to move the cog inboard one spacer to improve the chain line.

A spin of the cranks confirmed the setup was efficient and quiet. In fact, riding the bike the first few times was almost too quiet. The freewheel action of the Bontrager hub is a whisper compared to the audible reassurance of my Campy, Topolino and Ligero hubs. Minimal chain noise and the missing punctuation of shifts had me wondering if the bike was working at times.

In the braking department I've been very impressed with TRP 950 cantilevers. As you can see in the gallery, they look incredible. The finish is a very good match for the nude carbon on the Trek. More importantly they really stop the bike. I'd expected a significant compromise in performance compared to my road brakes (and feared they might even lag behind the v-brakes we removed). My concerns were unfounded. The action of the TRPs, front and rear, is smooth and sure. Again Mykle deserves credit for dialing them in perfectly... but these are great brakes. Next week's weather should give me an opportunity to try them in the rain.

The final task was to assemble the new cockpit: FSA K-Force compact bar, Oval Concepts R900 - 110mm stem and Campagnolo Veloce levers. Other than the somewhat awkward installation of the rear-facing bolts on the R900 (looks great when finished though) bar and stem mated well with the steerer. We decided not to remove the shifters from the Veloces in case they were re-purposed for another project down the road. Twice in that first week I found myself ghost shifting... I now regard it as a kind of intelligence test. As Chris DiStefano at CK told me, "with a singlespeed you're always in the wrong gear."

I want to add that the alloy Veloce's share the same basic design as their richer Italian relatives. When I first saw them last year I thought the Vicenza engineers had been looking at their Japanese competition too closely (and coincidentally Shimano seemed to have been looking to Italy for design cues). Only after riding with them do I now appreciate the sublime ergonomics of the new shape and wish I could retrofit my two road bikes with just the 09 levers. Wrap your thumb and forefinger around the enlarged hooks and you have a comfortable, stretched-out position to work with. Bellissimo.

There you have it. I'm quite sure this is the only single speed 7.9fx in the world. Quibbles... here are a couple. The front end is a bit gangly with all that tire clearance and the bike still has noticeably higher center of gravity than my Cervelo or Enigma. But overall it's fun to ride and that was the first goal of the project.

The Build Candidate: Trek 7.9fx

I really didn't think it would play out like this when I bought my custom Enigma Eulogy frameset earlier this year. The Cervélo SLC-SL and Trek 7.9fx had co-existed happily despite their obvious differences. I enjoyed alternating between them and didn't play favorites. The SLC-SL was surprisingly comfortable for a pure race bike and the Trek was light and fast for a hybrid.

The Enigma changed everything; the titanium and carbon Eulogy has been nothing short of a revelation since Mykle built it up for me with his typical meticulous skill. The Record drivetrain runs like a Swiss timepiece, the 32-spoke tied & soldered Pave wheels are bombproof and wherever I point the unique Deda Phazer bar the bike unerringly follows. Climbing or descending it has made me a better rider.

Even shod with Edge Composites' 38mm carbon clinchers the Cervélo seldom gets out the garage and the Trek has been relegated to rain bike status in a state were it seldom rains. I recognized I needed to do something or sell the other bikes and move on (it may yet come to that).

While I continue to ponder the long term future for the Cervélo I've decided to re-cast the Trek as a singlespeed in the hope I might ride it more. At 16.9 lbs with a CX2.0/AX3.0 Topolino wheelset, it stands to go sub 15lbs when it sheds the extra bits and pieces. On the chopping block both derailleurs, two chain rings (it runs a Shimano 105 triple), the 12-27 cassette, the shift cables, the Bontrager Satellite bar, Deore shifters and Ergon grips.

A Little Re-constructive Surgery

Replacements include a FSA K-Force Compact bar, Campagnolo Veloce brake levers, Shimano Alfine Chain Tensioner and TRP CR950 Canti brakes. I'm not sure about gearing at this point so I'm going to keep the 50-tooth outer ring on the 105 crankset and experiment. Chris King is sending along a 20-tooth cog which will give me a 2.5:1 ratio which might prove serviceable for my flat commute. If it suits me I may eventually buy a more appropriate singlespeed crankset. With a bit of luck I can pull this together before Christmas and get my fenders on in time for our two months of rain come the new year.

The latest news from Enigma is a singlespeed production model is due shortly. Oh, no!

Middle of the year and time to update the Top 10 Kit List. Rapha continues to dominate with seven of the ten positions; no surprise there. The Gilet, the rouleur of Rapha's product lineup, is on the front of this breakaway doing the leadout for big guns like the Light Weight Jersey and Classic Softshell Jacket that are likely to come round at the line come December.

The Enigma has joined the bike page, complete with all the final components of the build. It has been a great six week honeymoon with the titanium and carbon Eulogy. I've made two small changes along the way – raising the seat about 1cm and flipping the Rotor S1 stem to angle down 7.5 deg. I was feeling like I could handle a slightly more aggressive, stretched out position and still have another experiment to make with a longer Oval Concepts R900 stem.

A new set of Ligero-built custom carbon wheels is due any day. More on the specs of these beauties soon. Upcoming features on a Madone build and bay area classic climb are in the works.

I swear I've not abandoned my beloved Specialized Trail 120s but I was immediately attracted by Jenson USA's deal on the Lake MX400 shoes. The MX400 is a premium, full-carbon, customizable model that weighs in at a trim 350g. Originally priced somewhere north of $400 they were reduced to a more palatable $149. They're heat mold-able, just pop in the oven at 180 degrees for five minutes and then shape to taste, but what really got me was the fact they were available in silver and that made them a sparkling match for the Enigma – admittedly I'm out of my accessorizing mind. User opinion suggested the Lake's fit required going up a size and there was some negative opinion about the longevity of the boa closure system but I fancied I'd be faster in silver shoes.

I've had them for about two weeks and turned about 300 miles in them. The baking and shaping which can be repeated if necessary worked perfectly with the result they feel very solid around my heel. I don't know how the boa system will hold up long term but it provides a very easy way to snug the shoes with the added flexibility to do this while riding. Replacement reels and laces are available from Lake. The full carbon sole is stiff and the ventilated uppers keep the toe box nice and cool.

I've been reading some of Steve Hogg's advice regarding mid-foot cleat position on cyclingnews.com and decided to mount the SPD cleats on the Lakes in the rear set of holes. This does increase the toe overlap on the Enigma, but the net is still less overlap than I'm used to on the Cervelo SLC-SL. It's not far enough back to really qualify as mid-foot but I'm hoping it's going to reduce the tendency of my calves to cramp late in long rides. I can feel the position engages my quads and hamstrings more.

In summary I think the Lakes are a half size smaller than other brands. Since I liked the silver so much, I ended up ordering a pair in white and went with my regular size 43 on the second pair I can't resist a good deal. Removing the optional liner provides an even better fit on the smaller size. Conclusion... I'm a perfect 43.5 in Lake shoes.

I've yet to wear the white ones, pending the arrival of the appropriate matching white/silver cycling socks.

View a gallery of larger images, and additional selects from the shoot.

Here are the first studio shots of the completed bike. Seventy five miles and 7,000 vertical feet of road traveled are enough to declare her beauty is more than skin deep. Wearing the 1850g tied and soldered wheels from Competitive Cyclist she weighs a svelte 17lbs, cages and pedals included. Mykle Kong's exceptional build has her handling and shifting with sublime precision.

On Memorial day Brendan and I climbed Mt. Hamilton. On the way up the Eulogy felt light and responsive. I didn't need the last two gears of the 13-29 cassette for the steady 6-8% gradient, but they'll come in handy on steeper climbs. A second, all carbon wheelset with 11-25 gearing is in the works. Those wheels will bring the Eulogy down to 16lbs... more details when they arrive. Coming down was where the Eulogy truly excelled.

I've never descended as confidently as I did on the Eulogy. The Hamilton descent is a seemingly endless series of tight hairpins (many blind and dusted with loose rock at their apexes). The asphalt is buckled and broken throughout so it commands your full attention. I found it easy to take a line and hold it. Even under hard braking the Eulogy stayed true and well mannered. Enigma's Mark Reilly has somehow found a way to infuse the Sean Yates inspired Eulogy with some of his legendary downhill prowess.

I think the Eulogy will help me become a better rider. You can't ask for more than that from a bicycle.

Build day, Friday May 23rd. I rolled into San Jose Trek at 9 am, two hours before the shop officially opened and met Tech Manager, Mykle Kong, motorcycle helmet in hand, at the door. Mechanic Joe Duffey and Owner Bill Ruffner were already in the service center getting a jump on the day's lineup of repairs, tuneups and favors. Our arrival and a fresh box of Noah's bagels brought them down to the front shop for the carbs, and a coffee run.

Two builds were planned. Mykle and my Enigma Eulogy dressed in Campagnolo's finest were first up, Bill would follow with a Madone 6.9 with Dura-Ace. I was there to Record (no pun intended) the proceedings in words and pictures. Along the way I hoped to gain a broader perspective on the mechanical merits of cycling's two great religions from the business end of the wrench.

Neither Bill or Mykle had seen an Enigma Eulogy until I introduced the brand's website to them a few weeks earlier. While they both liked the looks of the bike, professionally they weren't about to put much stock in pretty photography. They seemed more impressed with the frame when it emerged from its shroud of bubble wrap, like a fighter shedding his robe for the ring introductions. Clearly Enigma had done the roadwork, made the weight (1500g with integrated seatpost) and deserved to be in the ring.

We spent an hour taking pictures, primed the bagels and Mykle readied his work stand and bench for the "Pro Build" – it's listed that way on the store's service menu – not an everyday event. Mykle Kong's soft spoken manner can't disguise his deep passion for high-end frames and componentry. I hoped the Eulogy would satisfy both.

Over the next five hours Mykle's meticulous efficiency brought the Eulogy to life with almost surgical precision. It's confidence inspiring to watch a real craftsman at work; particularly if you're about to trust your life and limbs to the thing they're working on. He made it look effortless.

You can see that for yourself if you follow the 85-image build sequence in the gallery. In the course of the next week I'll have much more to report, including Bill's Madone build which is part of a larger opinion piece.

Last week the final two components for the Enigma build arrived. I don't know if the Deda Phazer bar takes any inspiration from Star Trek. The spelling of Phazer isn't right, but the enlarged pods at the end of the drops bear more than a passing resemblance to the outrigger engines of the Enterprise. Whatever its origins, this beautiful piece of carbon exhibits classic curves and a graceful sloping transition from its center to the novel 'power egg' shaping behind the hoods. Interested, see thread at Roadbikereview.com

The Phazer comes with its own special mounting hardware (Campagnolo, Shimano and SRAM compatible) because the standard clamps can't slide over the bar ends. The design should be a fitting complement for the modern classic lines of the Enigma Eulogy.

Since the new bars won't give me Warp capability I'll still have to peddle. I'm sticking to my preference for Specialized's high-performance Trail 120 shoes (the subject of an earlier review) and they require SPD pedals. Shimano's A-520s have been solid performers, even if they aren't particularly sexy or light. To add a little more bling, I disassembled a pair and had the pedal bodies powder coated gloss black. Inevitably they'll get scratched up, but they'll look great in the initial pictures. A-520 before on the left, after on the right.

The frame is ready, Mark Reilly and I are just working through the final visual details before it ships.

Every time I open the box and peer inside it's Christmas morning and I'm a kid again. The gloss-black Record Gruppo packaging is as pretty as any wrapping paper. Inside the mechanical jewels sparkle and gleam. I don't know what to pick up and play with first, and play is the operative word. The best presents were always the toys you assembled and played with, the same ones you'd put together hundreds of times in your imagination as you counted down the days to December 25th.

So it is with a new bike build. You spend weeks, months or years (take your pick) assembling your mental prototype; carefully considering potential components, consulting the online oracles and covertly siphoning funds to offshore accounts fearful your family could be plotting a last minute intervention. Carbon after all is the new crack and your crack pipe must be titanium.

If my Enigma Eulogy project has an inspiration, perhaps it's a hot rod in the minimalist tradition of a Chip Foose ride like Impression. The Eulogy is a thoroughly modern bike but details like the tapering down tube and the sensual seat stay transition from titanium to carbon suggest an older, retro influence to me.

I want the finished bike to very clean, so my Eulogy's brushed titanium finish will feature a single bead-blasted Enigma wordmark on the down tube and debossed logo on the head tube. If the carbon rear triangle and my choice of a Reynolds Ouzo UL fork up front doesn't provide enough bling, then some slick Reynolds MV32Cs should do the trick.

The Rotor S1 stem should be a nice addition. It's impossibly light at 99g with a unique headless-bolt clamping action. The rest of the details are in the table and dancing around in my head.