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How much do the Roval Rapide's internal stem clamp bolts weigh? The M5×18 bolt-and-nut pairs sit buried inside the integrated bar assembly — best swapped during initial bar install or full overhaul. Titanium replacements at 7g per pair cover specs (matched pair, not through-bolt), step-by-step swap timing, thread grease for Grade 5 Ti-6Al-4V in aluminum, and what a fully titanium-converted Rapide cockpit looks like.

Four carbon faceplate options for Roval Rapide cockpit: Quick-Step and DFJ at 5.9g (including titanium bolts), Red Bull at 3.7g and SD Worx at 4.0g (carbon only). Covers why carbon matters over alloy at this location (fiber orientation along load path vs uniform wall thickness), team livery paint weight impact, identical bolt pattern to stock, and why the faceplate is the heaviest remaining stock part on an otherwise lightweight integrated cockpit.

Seatpost yoke and saddle clamp assemblies range from 28.9g (Darimo) to 83.1g (Colnago) in stock form. Titanium-and-carbon replacements drop Colnago to 20.3g (62.8g saved), V5RS/Y1RS to 20.8g (45.2g saved), Roval to 20.8g (28.9g saved), and Darimo to 17.9g (11g saved). Covers what's inside a yoke kit (two Ti bolts, carbon base, 7075 Al yokes), sweat corrosion advantages in the drip zone under the saddle, and 10-minute install without changing saddle position.

Crank bolts live inside the spindle — invisible, rarely serviced, and universally steel from the factory. Look/SRM: 15.5g stock vs 11.0g titanium (saves 4.5g). SRAM DUB: 16.1g vs 10.5g (saves 5.6g). THM: weight-neutral swap for material consistency. Covers why Grade 5 titanium handles 35-50 Nm crank bolt torque (tension not shear, taper carries pedaling load), grease practice, and the story of a rider discovering crank bolts as the last overlooked steel hardware category.

Darimo Nexum and Nexum Drag integrated bars use M4×16 stem faceplate bolts — stock steel, sitting in plain view at the center of the cockpit. Titanium replacements weigh 1.4g each (2.8g per pair). Covers bolt safety (900-950 MPa tensile strength, aluminum threads are the limiting factor), torque specs (4-5 Nm typical for M4), and why visible bolt head consistency matters on an integrated cockpit where every fastener is exposed.

The front derailleur spacer and two mounting bolts weigh 4.0g — identical steel across Dura-Ace R9270, Ultegra R8170, and 105 R7170. Titanium replacements drop to 1.8g, saving 2.2g. Covers the swap process (no FD removal needed), and cumulative weight picture with other Shimano hardware upgrades (pulley bolts, limit screws, pivot bolts) totaling 20g+ from groupset hardware alone.

The bolt clamping the brake hose into each Shimano caliper weighs 5.0g per pair — identical steel across R9270, R8170, and R7170. Titanium drops to 2.0g, saving 3g front and rear combined. A three-step guide to locate, swap, and check — no re-bleed needed. Builds on previous caliper hardware swaps for fully titanium brake systems.

The bleed port screws on Shimano flat-mount road calipers weigh 4.6g per pair — identical steel across Dura-Ace R9270, Ultegra R8170, and 105 R7170. Titanium replacements drop to 1.8g, saving 2.8g for both calipers combined. Covers O-ring transfer, shallow aluminum thread engagement and grease practice, low torque values (1–2 Nm), and why the bleed port screw is the last steel part left on a fully titanium-hardware caliper.

The two bolts clamping your brake hose into each Shimano shifter weigh 9.6g per pair — identical steel across Dura-Ace R9270, Ultegra R8170, and 105 R7170. Titanium replacements drop that to 4.0g, the single largest bolt-pair savings in the 12-speed lineup at 5.6g per shifter. Covers ideal swap timing during brake bleed, one-bolt-at-a-time method to avoid re-bleeding, and grease-on-threads practice for titanium in aluminum lever bodies.