The best race all-rounders: 13 single-seater racers in the test

First things first: the race all-rounders below are expensive. Very expensive, to be precise. Even the cheapest bike costs 7299 euros, while the most expensive test participant costs more than twice as much. Price tags in XXL format do not always allow conclusions to be drawn about the quality of a racer and thus a first-class grade. In this comparison test, however, it does: the 13 models from Cannondale to Van Rysel represent the current crème de la crème of competition bikes. None of the racing bikes scored a B in front of the decimal point in the overall test, with three models earning and even sharing the title of best competition bike in the TOUR test.

The Formula 1 racing bikes are united by the desire to get from A to B as quickly as possible. In recent years, manufacturers have responded with fast specialists that are clearly subject to the dictates of aerodynamics and consciously accept the odd gram or two too much. Lightweight racing bikes with a classic design have had a hard time ever since. Both among professionals, who have recognised aerodynamics as a decisive advantage in racing, and among amateur athletes, who are attracted by the new category and emulate their role models. More recently, however, the industry has changed course. Although the successful formula "aero is the trump card" still exists, the priorities are no longer so clearly distributed and weight is once again taking centre stage.

These are the 13 race all-rounders tested

• Cannondale SuperSix Evo Lab71
• Canyon Aeroad CFR AXS
• Cube Litening Aero C:68 SLX >> e.g. available here
• Factor Ostro VAM >> e.g. available here
• Giant Propel Advanced SL >> e.g. available here
• Pinarello Dogma F
• Rose XLite Unltd Dura Ace Di2 >> e.g. available here
• Scott Foil RC Ultimate
• Specialised S-Works Tarmac SL 8 >> e.g. available here
• Stevens Arcalis
• Storck Aerfast.5 Pro
• Trek Madone SLR 9 AXS
• Van Rysel RCR Pro >> e.g. available here

No one is faster than Storck

The birth of the so-called race all-rounder actually dates back more than 15 years; given the rapid pace of technical progress, that's several generations. When Pinarello presented the Dogma 60.1, the category was still in its infancy for many manufacturers. The original model of today's workhorse from Geraint Thomas & Co (Ineos Grenadiers) was the first to combine lightweight construction with aerodynamic elements and paved the way for further all-rounders. The first Scott Foil was quickly imitated, and the trend was set with the predecessor of the current Specialized S-Works Tarmac SL8 at the latest.

New competition bikes continue to be consistently developed with good aerodynamics in mind. This fulfils one of the most important criteria. However, thanks to new production technologies and exclusive carbon qualities, manufacturers are now also putting significantly lighter racers on the tyres - seven models in the test field remain under seven kilograms. The Specialized shows that even the UCI weight limit is achievable when ready to ride. Including a pedal set (225 grams), which is still missing from our weights, the professional version of the bike ridden by Red Bull-Bora-Hansgrohe and Soudal Quick-Step is still a few grams under 6.8 kilos.

The world's best race all-rounders are light and aerodynamic

The top all-rounders, tailored to the best professionals in the world, are therefore fast on many track profiles and make switching between a lightweight mountain bike and a streamlined speed weapon obsolete. The Scott is a prime example of the successful symbiosis of weight and aerodynamics. At 6940 grams, the Foil RC Ultimate "only" achieves a midfield position in terms of weight, but beats most of its competitors thanks to its first-class aerodynamics of 203 watts at 45 km/h. Only the Storck is faster. Only the Storck is even faster. With 198 watts at race speed, the Aerfast.5 Pro even sets a new best value in the TOUR test. It takes the place of the Simplon Pride II (199 watts) and leads the field in various scenarios, as our simulations show.

However, the new record holder comes at the price of the highest total weight in the test field, which means that the Storck loses time on high-percentage climbs. Just how difficult it is to develop an all-rounder road bike is demonstrated by the Trek, an extremely prominent representative. While the Madone SLR was previously regarded as an expert for high speeds, the US manufacturer has abandoned this approach with the eighth generation and presents an all-rounder. The strong aerodynamics have fallen by the wayside, and at 216 watts the professional bike from Lidl-Trek can no longer keep up with the fastest machines. The former flagship model is also outweighed by the competition from Canyon, Giant, Scott and Specialised. The comparatively heavy wheels of the Bontrager own brand play a large part in this.

The race all-rounders from Factor and Scott in particular show that things can be done differently. Although the framesets of both bikes are relatively heavy due to the clear focus on aerodynamics, lightweight and fast wheels with carbon rims and spokes reduce the weight.

Aerodynamics: New record

The ranking shows that the bike categories are moving closer together technically. Cube and Giant, for example, once competed explicitly as aero racing bikes, whereas Cannondale and Van Rysel represented the lightweight guild. In the meantime, the ranking is a colourful mix in the tightly staggered midfield: the light ones are getting faster, the fast ones lighter.

New benchmark from Giant

When it comes to frame stiffness, the third decisive quality criterion, the manufacturers have largely done their homework. Particularly worth mentioning is the Giant, which sets new standards in terms of system and bottom bracket stiffness and can be ridden as if from a single mould. The Specialized also earns top marks and proves to be extremely stable and powerful. At the same time, the test field reveals that a great deal of technical and financial effort is required to construct carbon tubes and frames that are not only light and aerodynamic, but also torsionally rigid.

This is where the Factor falls down the most compared to the high-end competition. Well-travelled professional riders like Hugo Houle (Israel Premier-Tech), whose Ostro VAM served as our test bike, can cope with this. However, our practical tests show that even the smallest weaknesses in front stiffness can lead to somewhat spongy steering behaviour at high speeds.

The best race all-rounders are not necessarily comfortable

On the other hand, not all manufacturers attach importance to a high level of suspension comfort; the racing bikes tend to be rather firm. But there are exceptions. Scott and Cannondale, for example, have achieved a good compromise by incorporating compliant carbon fibre seatposts in the frame, which offer a relatively large amount of suspension travel. Many brands also compensate for the stiffness of the system with wider tyres. 28 millimetres are standard, and on modern carbon rims the tyres usually extend a little further. With tyres up to 32 millimetres wide, the bikes can be equipped for rough terrain. After all, by definition, an all-rounder should not only be fast and light, but should also be able to master rock-hard pavé in extreme cases.

In addition to the high-quality tubeless tyres, all candidates are also characterised by the best drivetrain components from Shimano or SRAM. Both the Dura-Ace Di2 and Red AXS are beyond reproach and are geared for racing. On the Storck with a large mono chainring, the gearing is so tight that you should have a few kilometres under your belt to keep the cranks turning uphill. The choice of gearing on the Pinarello is unusual, as its compact crankset is at odds with the Dogma F's actual racing character. We find it strange that some manufacturers do without a power meter in view of the sometimes fantastic prices.

Three race all-rounders on a par

The fabulous TOUR scores show it: all candidates have earned their place among the top all-rounders for the coming season. In view of this, the criticisms of some models may seem petty. However, the air is so thin in the elite world of cycling that it often comes down to nuances when it comes to the material. In addition to the rider, of course, who has to put the horsepower of such a bike on the road. The lack of prominent representatives in our test field, such as a Colnago from dominator Tadej Pogacar (UAE Team Emirates) or Cervélo from Jonas Vingegaard (Visma | Lease a Bike), is either due to the below-average aerodynamics or the high weight of the respective standard bikes.

In addition, the new Y1Rs from Pogacar not yet available at the time of testing. Consequently, Canyon, Scott and Specialized are three bikes at the top of the list that offer little cause for criticism and combine the contrasting characteristics of aerodynamics and weight in the best possible way: true all-rounders with a wide range of uses. Lightweight mountain bikes are not necessarily a thing of the past; many brands still offer them. In our opinion, however, more manufacturers will only maintain a race platform in the future, if only for cost reasons. And speaking of costs: Four manufacturers from Germany - Cube, Rose, Stevens and Storck - show that a top all-rounder from the single-seater league does not necessarily have to cost a five-figure sum.

Who builds the lightest base

A lightly constructed frameset is not necessarily a guarantee of a very light bike, as handlebars and seatpost are usually inseparable from a model nowadays. The diagram shows the weights of the complete bikes and, for better orientation, the chassis without the wheels. The weight differences between the groupsets are negligible, but there is comparatively much potential in the wheels. Scott and Factor stand out, achieving a low complete bike weight with very light wheels despite relatively heavy framesets. Rose and Trek give away a better score here.

The test results at a glance

How TOUR tests

Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size of 56-57 centimetres counts for the evaluation. However, we also show the wheel weights for orientation purposes. The grading scale is designed so that the physical effect of weight and aerodynamics on the average speed is comparable for an average route profile of 1000 metres in altitude per 100 kilometres. For orientation: The aerodynamic optimisation of the bike can compensate for up to almost four kilograms of weight on such a route. Simultaneous top marks in weight AND aerodynamics are mutually exclusive, but there are racing bikes that find a very good compromise. If the route is more hilly than our reference route, weight becomes more important; if the route is flatter, aerodynamics become more important.

Air resistance (25 per cent): Dynamically measured in the wind tunnel, with TOUR dummy, rotating wheels, moving legs and over a wide range of flow angles. Summarised to an aerodynamic grade for typical environmental conditions.

Front stiffness (10 per cent): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is determined on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not an infinitely stiff frame, but one that is sufficiently stable to ride.

Bottom bracket stiffness (10 per cent): Reveals how much the frame yields under hard pedalling, for example when sprinting. This measurement also takes place in the TOUR laboratory, with realistic clamping, in which the frame can deform as if it were being ridden.

Rear comfort (10 per cent): A measure of compliance under road shocks, measured in the TOUR laboratory. A suspension travel is measured when the seatpost is loaded. The measured value correlates very well with the riding impressions and the feeling of comfort. Good marks also mean decent riding dynamics, which have a positive effect on speed on poor roads.

Comfort Front (5 per cent): The deformation of the handlebars under load is determined in the same way as for the rear. A good score means a lot of suspension comfort, which takes the strain off your hands on long rides. However, strong sprinters who want a lot of stiffness should look for stiff handlebars.

Switching (5 per cent): The shifting characteristics are determined in the driving test. It is not the price or the quality impression of individual components that is assessed, but exclusively the function of the entire gearbox. For example, the cable routing, the quality of the cables and the mounted chain also play a role.

Brakes (5 per cent): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also included in the assessment. It is not the component itself that is evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?

tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or on the basis of driving impressions.

The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.

>> We have compiled all the information about our test here.