Velocite Geos-the versatile high performance frame

After the exciting reveal of the new Helios Aero frame I was asked by our Geos test riders what the status was with the Geos development, and even if the development project and the Geos model were still going ahead.

So, without further ado, introducing the giant killer, the brand new Velocite Geos!


The Geos project has a very long history (for us anyway) and I will recount some information about the beginnings of what is now a Velocite Geos.

We first conceived the Geos project as an ULFP – UltraLight Frame Project almost 2 years ago. We discussed our needs and weight targets with the factory engineers and they came up with a very good idea. They had a mold for the “front triangle” in storage. This mold was designed and is still owned by an Italian brand.

I looked at the frame and saw that it had potential once we made some changes to it. We ended up making so many changes  to the final frame as part of the design process and as a result of our live testing program that we now own the Geos design outright.

The basic feature of the front of the frame that originally caught our attention is its compactness. This is a very good thing when it comes to making a lightweight frame with adequate stiffness since a compact type geometry is inherently stiffer than the traditional geometry. This opened up an astounding number of carbon layup options, most of which would result in a rideable frame. Of course our target is not to make just a light and rideable frame. Contrary to the bulk of the information in the market at the moment, it is not difficult to make a light frame, it is however exceedingly difficult to make a frame that is both light and has truly high performance. We are not satisfied with using stiffness to weight ratios rather than outright stiffness as a measure of how the frame will perform.

To help with the stiffness we opted to design a tapered head tube with a 1.5” bottom bearing. The head tube is also a bit taller than the norm to help minimize the use of spacers. Both of these features help achieve excellent steering precision when coupled with the super light and stiff Velocite Bora S fork.

The bottom bracket uses the BB30 system which in our view is the best standard for high performance frames due to it being an open standard and thus allowing riders to customize and service their bikes with minimum hassle. Due to the design of the BB30 system, the cranks also weigh a lot less than the standard BSA/ISO cranksets and match the exotic proprietary designs in both stiffness and weight.

The advantage of using the BB30 is also with the size of the junction with the chain stays. BB30 design increases this area somewhat making it stiffer. The final design feature that makes the Geos a contender against the top frames of 2011 are the oversize chain stays. They are 45mm tall. This is important for overall performance of the frame for a simple reason:

There is no such thing as a  “stiff bottom bracket”. The correct terminology is “stiff AT the bottom bracket”.

Large chain stays, large bottom bracket area and a large down tube help minimize the lateral flexing of the frame at the bottom bracket. This means that with every pedal stroke you will be propelled forward with minimum energy loss (conservation of energy theory does not apply in dynamic systems that include non-perfectly elastic elements like the rider for example).

Thus two main themes are apparent with the Velocite Geos: it is light and stiff.

The geometry is also very versatile thus the 4 sizes should allow most riders to find a correct fit.


Size Small Medium Large X Large
SA – Seat Tube Angle 74° 73.5° 73° 72.5°
HA – Head Tube Angle 72° 72.5° 73° 73.5°
ST – Seat Tube Length 440mm 480mm 520mm 560mm
BD – BB Drop 68mm 68mm 68mm 68mm
TT- Top tube length 530mm 547mm 570mm 590mm
HT – Head tube length 130mm 155mm 175mm 200mm
SC – Stack 527mm 552mm 573mm 598mm
RA – Reach 379mm 383mm 395mm 402mm
RC – Chain stay length 408mm 408mm 408mm 408mm
WB – Wheelbase 972mm 982mm 995mm 1006mm


Construction: monocoque carbon, high modulus blend using high compression technology for perfect shape control


  • Asymmetric, tapered head tube 1 1/8” top, 1.5” bottom
  • BB30 bottom bracket
  • Through the head tube cable routing
  • Internal rear brake cable routing
  • Carbon dropouts – wrapped and bonded to the frame, not pinned
  • Compact geometry

Weight: Up to 1100g for size XL, painted, with all fixtures attached

Price: US$ 1699.

Includes: frame, Bora S fork, headset, TLCS31 seatpost, Velocite Anchor clamp

Availability: February 2011

Velocite Geos will compete very effectively against all top frames from major brands. The weight will be comparable, Geos will win in terms of outright performance, but we may concede some aspects of comfort since we do not use ultra thin seat stays, opting instead to deliver instant acceleration and lateral stiffness.

You may ask then what about the Velocite Magnus? Well, the Magnus is beyond what other brands are currently making and we are working very hard on keeping it there.

  • Anonymous

    very cool!

  • like the layout of the grafic

  • Talking about frames and bikes whose main objective is lightness, I prefer to value more without any doubt the pair (light and stiff) instead of (light and flexible).

    It’s not only thinking about the performance but mainly because of the security component because if you adjust things to reduce the weight and the frame starts to flex… how can you assure yourself that’s it’s because it’s flexible and not because it’s flexing because of a weakness?

    So, very good news after reading this review / presentation of the figures of the Geos.

  • Flexing in carbon fiber is actually "safe" since carbon fiber composites do not have known fatigue issues. The problem with carbon fiber flex is if it occurs at the joints, for example with lugged frames, or in inadequately bonded "monocoque" frames. In case of the latter, it is an engineering/manufacturing flaw however and not a normal property of the structure.

    The more common issue with some contemporary ultra light frames is cracking. See, one way to achieve stiffness at a lighter weight is to go for very high modulus carbon fiber. You can use less of this fiber and achieve adequate stiffness, thus the frame ends up reasonably stiff and very light. The downside to the very high modulus carbon structures/layups is that it will crack when its tensile strength limit is exceeded. This is of course true for all carbon fiber, but due to the use of only a few layers of very high modulus carbon, anecdotally at least, this cracking seems to happen relatively frequently.

    We thus avoid using too much of the ultra high modulus fibers and focus on the layup instead with varying modulus and weave carbon fibers oriented in specific directions. The orientation only applies to UD fibers of course. Woven carbon fiber is effectively omni directional.

    So far we have not used less than 5 layers of carbon even in the least loaded areas, and we use up to 13 layers in some sections.

  • Jeremy

    Just wondering when we might here word about the mystic TT frame and whether it will have horizontal dropouts so it can be used on the track?

  • @Jeremy. We are working on the TT frame design. The main issue for us since we are so new is managing costs. Making TT frame molds is very expensive due to complexity and amount of CNC work needed to carve out the profiles. We are growing very fast so there is a chance that in 2011 we will be in a position to offer our TT frame. The performance objectives for the TT frame are for it to be the best possible, using well understood aerodynamic principles. It will also of course be laterally very stiff.

    Regarding horizontal dropouts, likely not. We will have a track frame at some time in the future, but it will be a specific track frame shape. We will see if we can make the overall TT mold so that it allows the raising of the BB with an adapter. It is not likely, but we will try.

  • Jeremy

    Sounds goods, hope to see these bikes in production soon 😀