arbon super carbon superbikes carbon superbikes carbon - i-Ride

CARCBAON
RBON
SUPSEURB
PEIRKBEISKES
CARBON
CARBOSNUPSERB
UPEIRKBEISKE
S
Carbon
Superiority!
How much?! You could get a car for that! We pit two
2011 carbon super bikes against the budget-conscious
test crew to see if it is all flannel, or whether it’s ever
worth spending this much money on a bike
Words Neil Webb Photos Roo Fowler
L
ast month’s issue saw us testing some
super cheap bikes and it got us
thinking, what is it like at the other
end of the spectrum? Flicking through
brochures and clicking through some websites
showed us you can spend inordinate amounts
of your hard earned cash on a bicycle but we
wanted to keep it (reasonably) realistic. What
does 10 times the price of last month’s value
machines actually feel like out on the road?
Britain’s Olympic cyclists talk of marginal
gains, the ability to change lots of small
details, each one adding a fraction of a
percentage until they all add up to big leaps in
performance. It is no different when you spend
more money on bikes.
Carbon frames may all look alike to the
untrained eye, in fact many have the same
external matrix-like weave as an outside
layer. However, inside it’s a very different
story. Stiffer carbon fibres are used, ones
with higher tensile strength, clever carbon
lay-up — the order in which the carbon-fibre
matting is laid into the mould — all adding to
the cost both in terms of labour and raw
materials. Even the manufacturing technique
changes as you spend more. Excess resin is
the carbon frame’s enemy — better moulding
and lay-up techniques reduce the amount
of excess ‘glue’ in the frame, making it both
lighter and stronger. This all adds up to stiffer
frames, better for transferring your energy
into forward motion — and they’re lighter
to boot!
Componentry — brakes and gears — also
looks quite alike despite the huge price
increases. The reason is simple. Companies
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CYCLING ACTIVE february 2011
develop technologies on their high-end
equipment, before trickling it down through
the range after a year or so. Styling is often a
result of internal design, so it should come as
no surprise that the external form of cheaper
brakes, gears and cranks is similar. The
difference comes from the quality of the base
material — the forged aluminium; more
complex machining programme to save
weight; improved bearing quality; higher spec
stainless steel and titanium fittings, Teflonimpregnated parts for reduced internal
friction. All hidden away internally, these
upgrades do make a difference. Each may be
small, but — as we said — they all add up.
A similar thing happens with wheels.
Cheaper factory wheelsets may take styling
cues from expensive brethren but spoke
material, rim material — and therefore weight
and stiffness — bearing quality and even
internal design are of a lower specification.
With wheels having the second largest effect
on a bike’s ride after the frame, you should
never underestimate the effect good wheels
have on the riding experience.
As for the rest — bars, stem, seatpost,
saddle — the effect is generally one of
reducing weight. You can get cheap light parts,
you can get light, strong parts, you can even
get cheap strong parts, but you cannot have all
three. One maxim to always bear in mind
when making your purchases is “cheap, light,
strong. Pick two”.
All this talk is irrelevant if the bikes are
duds though, so we’ll pit two brand-new 2011
models against each other to see if they are
worth the extra cash.
february 2011 CYCLING ACTIVE 49
Bike test Carbon superbikes
BMC RoadRacer SL01 £2,599.99
B
MC’s website address is
bmc-racing.com and this
gives an indication as to the
roots of the company. The
RoadRacer is totally new for 2011 and
BMC’s cheapest carbon frameset.
system. Rather than stress the already
loaded top of the seat tube, an
elastomer wedge grips the seatpost,
clamping with a quarter turn of an
Allen key at the top of the post. A neat
and very effective solution.
Technology
Thinking local
Scanning through a BMC catalogue
you can’t help but thinking they’ve
gone a bit TLA (three letter acronym)
mad. Thankfully behind all the
marketing talk of ‘ISC’ and ‘FEM’
there is sound engineering practice.
As we mentioned, the bike has racing
in its DNA and nowhere is this more
apparent than around the bottom
bracket. Every tube that meets here is
as wide as the bottom bracket shell.
This means that the core of the bike is
a stiff as it can be. Like the De Rosa,
BMC has designed the front end of the
SL01 with a tapered steerer. This
larger lower diameter enables it to
thicken walls in the fork crown to
improve steering accuracy without
adding significant weight. The
additional stress this inevitably causes
on the frame is displaced along the top
tube and then transferred back into
the seat tube in two areas thanks to
the split top tube, ISC (integrated
skeleton concept) design. Slotting into
the seat tube is an aero post. Not only
does this add a bit of wow factor, but it
also uses BMC’s angle lock clamping
DT Swiss is based 18 kilometres from
BMC and it’s no surprise to see its
wheels fitted. Using readily available
parts laced in a relatively traditional
style, it’s no surprise that the R1700
wheels rode like a very well made set
of hand-built wheels. The mid-depth
rims may not have accelerated as fast
as the De Rosa’s Italian hoops, but once
up to speed, these super-stiff wheels
held their speed very well and matched
the character of the bike perfectly.
Shimano’s second-string groupset
Frame material Full
ISC carbon aero frame
Groupset Shimano
Ultegra
Wheels DT Swiss
R1700
Other bits Scor bars,
stem and saddle
Weight 16.82lb
Sizes 48-60cm
Size tested 54cm
The aero post locks in
place, avoiding stress
on the seat tube collar
— Ultegra — is found in its entirety on
the SL01. It may share many design
cues with the groupset more common
on cheaper bikes (105) but there are
subtle but very important differences.
The primary difference is the hollow
chainrings also seen on top-flight
Dura-Ace. Nothing shifts better at this
price, and there is absolutely no flex in
these rings. Power transfer is fantastic.
As you’d expect, braking and shifting
is great, just that little bit smoother
than cheaper parts and it will stay that
way as bearings, bushes and materials
are higher quality.
From the moment you push a
pedal in anger, the BMC’s bloodline is
apparent. The deep aero post, fully
supported bottom bracket and stiff
wheels all combine to make the
RoadRacer SL01 one of the best bikes
for getting the power down, at any
price. Lighter riders found it could
bounce a little on rougher roads,
heavier testers less so. Whatever your
mass, if you like to muscle a bike over
little rises rather than rising from the
saddle, or find yourself pushing a
bigger gear rather than spinning like a
track rider, we have yet to ride a better
bike for this money.
All BMCs — and the RoadRacer
is no exception — have a real
‘Marmite’ look about them. In other
words, you either love or hate it. If
the look is to your taste, you’ll get a
bike that is incredibly efficient and
not as uncomfortable as you might
believe. Again, great wheels really
add to the quality ride on the SL01
— if you’re a rider who gets the power
down in the saddle there are few
better bikes.
“If you’re a rider who
gets the power down
in the saddle there are
few better bikes”
Comfort 17/20
Value 17/20
Handling 18/20
Wow factor 18/20
Build quality 18/20
Over-sized tubes ensure
maximum stiffness
OVERALL
rating...
88%
Cheaper Option
BMC RoadRacer
SL02 £1,799
LUXURY ITEM
BMC RaceMachine
RM01 £3,499.99
The clue is in the name, but the
RM01 looks fast standing still.
The 1960 Le Mans race team
colourway has a special place
in many men’s hearts and this
is worth a look for that alone.
Add in the SRAM Red/Force
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CYCLING ACTIVE february 2011
component mix and Easton
wheels and you’ve got more
bike than you’ll ever need.
This 105-equipped
SL02 shares the frame
and fork with the great
performing model tested.
That means you’ll get
the great solid core. DT
Swiss again provides the
wheels and Shimano
brakes and gears will do
everything you ask.
A great platform to
upgrade as you improve
as a rider.
february 2011 CYCLING ACTIVE 51
Bike test Carbon superbikes
De Rosa R838 Athena £2,699.99
M
uch like BMC, De Rosa’s
heritage is in the racing
world. The company has
been around a good deal
longer than BMC, but this bike is
brand new for 2011.
At the heart
colour-matched, Mizuno-made fork
continues the theme.
Stop and go
Many companies split their ranges
into race and sportive geometries, and
up to a point, De Rosa has done the
same with the R838, shaping the
frame into what it calls Dynamic
Geometry. Rather than being a
dedicated tall head tube, short top
tube Gran Fondo machine, the R838’s
angles are designed to be able to do
both. It is taller in the head tube than
De Rosa’s high-end race bikes, but
only fractionally. The idea behind the
concept is that at this price, people
need a bike that can do a bit of
everything — raceable when the urge
takes you as well as being comfortable
crawling up Alpine passes on an
annual pilgrimage.
With a monocoque front end
fabricated in Milan and made up of
Mizuno high-modulus fibre — with a
3K visible top coat to counter knocks
and scrapes — the sloping top-tubed
frame looks every inch the Italian
dandy. Not that it’s all mouth and no
trousers though; the tapered steerer
tube on the fork adds considerably to
the front-end accuracy, and a
The groupset fitted to the R838
matches perfectly with the bike’s
heritage. Campagnolo parts have a
definite look that sets them apart
from their Japanese or American
competitors. The sculpted curves
and lack of angular edges not only
offer a different aesthetic, but also
importantly offer equal or better
functionality. Add to that a plethora of
carbon-fibre — cranks and shifters are
both comprised of the black stuff —
and despite sitting a theoretical rung
below the Ultegra groupset fitted to
the BMC, there are many in the test
team that would rather flick these
Italian switches.
Simple one-point
dropouts save weight
Frame material
Mizuno high modulus
carbon
Groupset Campagnolo
Athena
Wheels Fulcrum
Racing 5
Other bits CSA bars
stem and post, Fizik
Arione saddle
Weight 16.84lb
Sizes 42-54
Size tested 51
The standout components, in
performance terms, on the De Rosa
are the wheels. The Fulcrum Racing
5s may not appear too flash from first
glance, but the important traits
become all too apparent once you are
rolling along. While not the lightest
wheels, even at this price point, the
designers have clearly done their job
well. The rim itself is very light. This
means that it accelerates well —
thankfully, the combination of paired
spoke design and clever engineering
mean it doesn’t lose out on stiffness.
Great tyres always make a big
difference too and the 280tpi Vittoria
Diamante Pros here feel superb on
dry roads.
On the road
Plenty of carbon in the
Campagnolo groupset
The wheels we mentioned earlier
mean it picks up speed you have no
right to, and the stiff bottom bracket
seriously rewards energy input.
Handling is so accurate you actively
seek out the twistiest downhills on
which to push yourself. Clever internal
construction — and those great tyres
— also mean it’s comfortable too. All
too often race-ready bikes will beat
you senseless in your quest for speed.
Looking at the specification of the
R838 on paper, there isn’t a huge deal
to grab your attention. Carbon frame,
mid-range parts, wheels second from
bottom in their manufacturer’s range
— it would be very easy to overlook.
It is only when you get the pedals
turning that you realise all that
heritage and know-how has come
together into something great. The
R838 is truly greater than the sum of
its parts.
Comfort 18/20
Value 18/20
Handling 19/20
Wow factor 19/20
Build quality 19/20
OVERALL
rating...
93%
Cheaper Option
R838 Veloce
£1,999.99
LUXURY ITEM
De Rosa Merak
£4,599.99
True luxury here, the
Merak has been piloted
to countless pro victories
by some very prestigious
names. It oozes cool and
would be the undoubted
star on any ride. You can
52
CYCLING ACTIVE february 2011
be happy that you’d be riding
a bike that rides even better
than you do.
Much like the BMC’s
lower-priced alternative,
this R838 shares its
chassis with the tested
model. The great handling
and Italian looks remain
thanks to the Campagnolo
Veloce groupset, only
the wheels are a real
downgrade. At least this
gives you something to
dream about.
“When you get the
pedals turning you
realise all that
heritage and knowhow has come together
into something great”
february 2011 CYCLING ACTIVE 53
Verdict
W
and you like the big gears — this
Swiss puppy is great.
That leads us nicely on to our
Italian. Heritage and national pride
drip from the R838 and it’s easy to
imagine it lazily leant against a bar
wall in a town square in Umbria. The
best news though is that it’s equally at
home outside a pub on the moors or a
cafe in Surrey. When it’s being ridden,
you can imagine you’re anywhere.
Light wheels and tyres can make even
the portliest rider dream of dancing on
the pedals up Alpine climbs. Rarely do
we get to ride a bike that lets us forget
where we are and dream so much. In
case you hadn’t guessed, the De Rosa
is worth the money — and then some.
You certainly get what you pay for.
e set out originally to see
if the extra cash makes a
difference to the riding
experience, or whether
it’s just a case of flash Harrys with a
load of posh gear. A more convincing
argument for the former we could not
have found with the two bikes here.
Both were a huge jump in
performance over the usual Cycling
Active fare. And so they should be —
they are more than twice as expensive
as the machines we usually feature.
That said, it doesn’t mean that even
the least experienced rider wouldn’t
benefit from riding bikes like these if
they have access to them. A ride of
“Light wheels can
this quality would flatter even the
newest of riders.
make even the
If you’ve read the whole test, you
portliest rider
can’t fail to have noticed how
impressed we were with the power
dream of dancing
transfer on the BMC. While this may
seem the preserve of the racer and no
|on the pedals up
one else, the reality is quite different.
Alpine climbs”
On a sportive, you’ll be climbing and
any flex is wasted effort. Riding with
friends, there is always a
little sprint every now
BMC RoadRacer De Rosa R838
and then for a village
SL01
Athena
signpost; even riding on
your own in the lanes it’s
relevant. A solid
drivetrain can mean the
difference between
finishing a ride tired or
fresh and ready to do
other things with the rest
of your day. That said, if
you do dream of racing
88%
93%
CARBON
SUPERBIKES
CARBON SUPERBIKES
Money Talks
Only three or fours years ago, £4,000 would have
got you a pro’s machine, these days, Tour de France
level exotica will set you back close to double that.
We’ve had inflation, but we have also had massive
currency devaluation (Sterling is worth 35 per cent
less against the dollar, even worse against the
euro — and let’s not talk about the yen). Add to this
the increase in oil costs and the impact on shipping
pricing and the overall effect is huge. What this means
for the cyclist is the costs of anything imported, or
invoiced in a foreign currency, has jumped in price at
four or five times the level of inflation. Bikes of this
level may well have been sub-two grand a couple
of years ago, but this does not detract from their
performance, relative to today’s competition. No one
in the bike industry has suddenly got rich!
C
A
D
B
H
E
G
F
angles
De Rosa
BMC
A
73°
73°
B
73°
73.5°
C
D
55.5cm 14.5cm
55cm 14.3cm
E
4.3cm
4.3cm
F
G
H
43cm 40.7cm 75.5cm
98.9cm 40.8cm 75cm
Contact details
BMC www.evanscycles.com
De Rosa www.i-ride.co.uk
february 2011 CYCLING ACTIVE 54