Short & sweet
The new "105" does not offer anything revolutionary. Nor was that to be expected. Instead, the groupset has all the technical achievements of Shimano's more expensive mechanical road bike groupsets - at a significantly lower price. Outstanding: the braking and shifting behaviour is top-notch. On the other hand, there are compromises to be made in terms of weight. The Ultegra weighs a good 200 grams less. Nevertheless, the "105" impresses with an almost unbeatable price-performance ratio.
You can also find the entire test as a PDF download below.
Carbon frames, titanium screws and ceramic bearings - it is above all the exotic materials that make racing bikes so light and therefore so expensive today. Whether the bike weighs six and a half or eight and a half kilos is of secondary importance when it comes to riding enjoyment. Isn't the real luxury in the time you spend on the bike?
Anyone nodding vigorously at this point will be particularly interested in the following lines. Because they belong to the very customer group that Shimano has in mind for its latest road bike group: the new "105". One zero five - since the early 1980s, these numbers have stood for unpretentious, solid road bike technology. Technically up to date, slightly heavier, but above all significantly cheaper than "Dura-Ace" and "Ultegra" - with this formula, the 105 is the groupset for those on a budget. The latest, now seventh 105 generation, the first rideable and testable samples of which were flown in from Japan at the end of April 2010, also follows this tradition. Our first impression when we cradled the still virgin components in our hands: Admittedly, it lacks the sometimes pedantic fine-tuning of Dura-Ace and Ultegra. Nevertheless, the groupset looks solid and of high quality.
Tidy look
The most important innovation is the new shape of the shift brake lever introduced with the current Dura-Ace 2008. The shift cables now run under the handlebar tape instead of in a free curve in front of the handlebars as before. The main advantage of this solution is the clear view of the front wheel and the road. Because the shift mechanism had to move from the grip head to the grip body due to the new design, these are more bulky than before, which riders with small hands may perceive as a step backwards. The previously spherical upper end of the grips, which was so easy to grab by the horns, has also given way to a more angular shape. Criticism at a high level, which is relativised by two ergonomic improvements. The brake and shift levers are now positioned slightly outwards, following the example of SRAM. This means that the fingers no longer have to be moved so far inwards when shifting. The second advantage is that the new levers can be adjusted in three stages using plastic adapters. The gearshift mechanism provides more noticeable and audible feedback on gear changes than before. For cost reasons, the brake levers are made of aluminium instead of carbon, unlike the Dura-Ace and Ultegra.
At first glance, the brakes are almost unchanged, with Shimano retaining tried and tested features such as friction-reducing ball bearings between the brake arms and brake pads that can be aligned with the rim. It is only when you place them next to the calipers of the old 105 that it becomes clear that the arm on which the cable stop is located is significantly longer. In this way, they fit perfectly with the modified transmission ratio of the brake levers, which take up more cable than the old model with the same travel. The result of this interplay is a braking effect that leaves hardly anything to be desired: smooth, excellent modulation and brute force when required. The fact that the same brake pads (type "R55C3") are used as for Dura-Ace and Ultegra contributes to the outstanding impression of the stoppers.
Shifting comfort at its best
The rear derailleur and front derailleur do not feature any ground-breaking innovations. The guide rollers rotate on plain bearings, the plate on the front derailleur is riveted instead of bolted - a small step backwards from a service point of view. In general, the assembly of the derailleur cables in particular is more fiddly and time-consuming than before, which manufacturers and dealers in particular are likely to regret. On the other hand, the already good shifting behaviour of the front derailleur has been improved once again.
This is where the new 105 benefits from the revised large chainring. Although it is not hollow as on the Dura-Ace and Ultegra, it has the same inward curvature. Thanks to this shape and further optimised climbing aids, a short impulse with the shift lever is enough to let the chain - now with a predetermined running direction - glide onto the large chainring as if by magic. This works almost silently, even under load. If the chain is dragging on the front derailleur plate, the left shift lever offers two intermediate steps for trimming.
The new 105 remained unremarkable in the laboratory test. The chainrings are slightly harder than before, the sprockets are among the hardest on the market - good prospects for a long service life. The stiff aluminium cranks, which are again hollow on the inside, can also withstand the acceleration of powerful sprinters. The operating forces for the gears were slightly higher on the test bench, the shifting travel slightly shorter than with the current Ultegra. For the practical test, we rode the 105 groupset on a Red Bull bike that the mail-order company Rose had built for us with one of the first sample groupsets based on its "Pro-SL" aluminium frame (see page 46). The riding impression in a nutshell: With the best will in the world, there was no difference to the current Ultegra, which we rode in direct comparison on another bike. Even the higher operating forces when shifting were insignificant during the ride.
200 grams heavier than Ultegra
Critics may argue that such a positive result is hardly surprising when the bike is new; the true qualities of a groupset are only revealed in the endurance test. The objection is certainly justified, but the new 105 can still be trusted to perform well. Even the old 105 did more than well in the endurance test over 12,000 kilometres in wind and weather (TOUR 12/2006->). Problems or failures: none. We have no reason to assume that this must be significantly different with the new group.
So is the new 105 the better Ultegra? You shouldn't go that far. After all, the weight difference to Ultegra is a good 200 grams - significantly more than between the previous generations of the two groupsets. In addition, Ultegra's almost untouchable image as the best-selling road bike groupset on the market speaks in its favour, which is reflected not least in the good resale value of Ultegra bikes.
The new 105 will be available from June 2010 in the colour variants "sterling silver" and "lodestar black". In both versions, shiny polished surfaces contrast with matt surfaces - similar to what we know from Dura-Ace and Ultegra. In addition to the double version, optionally with standard or compact cranks, there is also a triple version with matching shifting components. Shimano also offers "SPD-SL" pedals, hubs and wheels with a customised design.
The exciting question remains as to how cheap the new 105 is. Unbelievable, but true: according to Michel Wild, marketing man at Shimano importer Paul Lange & Co., it should be cheaper than its predecessor, which was very close in price to the Ultegra. It is not yet possible to quantify exactly what this means, as the prices for Shimano components are ultimately regulated by the market due to convoluted distribution channels. However, it is to be expected that bikes with a complete 105 will cost between 900 and 1,200 euros. If that's not a fair offer.
Red Bull Pro-SL 2000
Eight kilos of modern, sophisticated road bike technology for 1,200 euros? Mail order company Rose makes it possible. The extremely stable "ProSL" aluminium frame, which Rose built for us with one of the first sample groupsets of the new Shimano 105, impresses with its top workmanship, robust black anodised finish and contemporary details such as a tapered steerer tube, bottom bracket shell with press-fit standard and internally routed cables. The riding position is decidedly sporty, which was minimised on the test bike by a relatively short stem.
The equipment on this all-round solid and modern bike is impressive. In addition to the functionally flawless new 105 groupset, the rest of the components are also impressive. Solid wheels from Easton, high-quality add-on parts from 3T and Raceface, top tyres from Conti - all this contributes to the impression that you are sitting on a much more expensive model.
Reference/InfoRose Versand, telephone 02871/275570, www.rose.de
Weight frame/fork/ headset bearing*: 1,493/419/96 g
Frame sizes**: 51 to 63, 2 cm each (57)
Seat/steering angle: 73°/73°
Seat/top/head tube: 525/566/186 mm
Wheelbase/ caster: 1,011/65 mm
Stack/reach***: 402/580 mm
EQUIPMENT
Fork: Red Bull
Steering bearing: Xtreme, top 11/ 8, bottom 1.5 inch
Brakes/gears/bottom bracket: Shimano 105 (50/34 t.)
Wheels/tyres: Easton EA70/ Conti GP4000S
Handlebar/stem: 3T Pro/3T Pro
Saddle/post: Prologo Nago Evo/Raceface (27.2 mm)
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