Versatility is supposed to be its great strength: With an unprecedented range of variants, Shimano's latest generation of Shimano Ultegra is designed to fulfil the requirements of all road bike categories. There are four basic versions of the groupset alone: in addition to mechanical shifting, there is also an electronic Di2, and both for rim brakes and hydraulic disc brakes. There are also special parts for time trial bikes and an extended range of gear ratios, especially with more lighter gears. From classic road racers to cross and time trial bikes to gravel bikes with fat tyres and disc brakes, the Ultegra can be fitted to almost anything with racing handlebars in the future. Our test of the mechanical groupset shows the technical advantages of the new generation. We also examined the new disc brakes.
Perfectly finished
It comes as no surprise that the Ultegra, traditionally number two in Shimano's product hierarchy, is strongly orientated towards the current top-of-the-range Dura-Ace groupset, both technically and visually. It adopts key features from the number one, such as the rear derailleur design, the design of the crank and the compact front derailleur. Visual differences to the top groupset are limited to simpler surfaces: The graphite grey Ultegra shimmers matt, where the deep black Dura-Ace shines with polished surfaces. The brake levers are coated with clear lacquer instead of elaborate mirror lacquer, and the surfaces of the rear derailleur also appear somewhat rougher. However, the components are finished to the highest standard, as you would expect from Shimano.
The first real surprise is revealed on the display of the precision scales: The new Ultegra is not a single gram lighter. Most parts weigh only a few grams more or less than the old ones. Although the Japanese manufacturer has never declared low weight to be the main objective of its technical developments, each new generation of Ultegra has always been lighter in the past. The arguments in favour of the new groupset must therefore be of a different nature.
New momentum for the Ultegra shift levers
The first time you touch the shift brake levers, you notice their slightly different shape. The grip bodies are slimmer, the top is slightly flatter so that the hands rest comfortably. As with the Dura-Ace, the covers have an integrated profile that is intended to make the rubber more slip-resistant. Whether this is necessary remains to be seen, but it doesn't get in the way, even if you're not wearing gloves. On the other hand, you can feel that the brake levers are curved further outwards and the small gear lever is slightly larger. This makes all levers easier to reach. What has remained is that the distance between the brake lever and the handlebars can be adjusted with a screw under the grip rubber.
What is really striking is how much better the new groupset shifts. With the current generation, Shimano's lead over the competition is clear (regardless of the functional principle), but there is no noticeable difference between Ultegra and the much more expensive Dura-Ace. This is where the modified rear derailleur geometry really pays off: the Shadow technology adopted from the mountain bike groupsets significantly reduces friction with a better-guided shift cable, and the already smooth-running, Teflon-coated Shimano cables are also standard on the new Ultegra. Although the spring tension of the rear derailleur has been increased slightly, the operating forces and lever travel of the new Shimano groupsets are lower than ever before. At the same time, the system is by no means stiff, with the lever signalling the completed shifting step with an audible and perceptible "click".
The 11-speed Ultegra is easier to adjust
The new front derailleur is also impressive. Shimano has moved away from the previous design with the long arm on the cable clamp; the front derailleur is much more compact. This creates space, and the front derailleur can no longer get in the way of thick tyres on adventure and gravel bikes. Many users had criticised the complicated adjustment of the previous system: The various options for clamping the derailleur cable were not self-explanatory and the shifting quality suffered significantly if set incorrectly. This has now been made easier again, and the new derailleur also has a screw that allows you to change the cable tension without having to loosen the cable - a first for mechanical shifting systems. When changing the chain from reed to reed, forces and travel are also reduced, but Shimano has also changed the characteristics of the front derailleur: Whereas with the previous groupsets you had to apply even force to move the chain from the small to the large leaf, the resistance with the new front derailleur is higher at the beginning, but decreases significantly towards the end of the lever travel. This feels more direct and the risk of the chain falling off again because you haven't pushed the lever all the way through is reduced.
Precision work in detail
The crank as the centrepiece of the drivetrain has been adapted to the current design, while technically maintaining the high level of its predecessor. Shimano has stuck with the proven aluminium construction and the Hollowtech II standard with a steel shaft for the bottom bracket. The two-piece large chainring is made of plastic on the inside and is extremely rigid, which is one of the secrets of the good shifting characteristics. The integrated climbing aids guide the chain cleanly and without much noise between the chainrings. The crank will be available in the standard 50/34, 52/36 and 53/39 versions as well as a 46/36 cross version.
Shimano has also improved the rim brake once again, although some people see this supposedly antiquated technology as being on the scrapheap compared to disc brakes. An additional plate between the brake arms makes the caliper even stiffer, which is particularly noticeable at high forces: the brake can be controlled better at high speeds. The maximum braking force is also slightly increased - although this hardly plays a role in practice.
Shimano Ultegra R8000 weights from the TOUR test lab
Front brake 181 grammes
Rear brake 179 grammes
Brake/shift lever 419 grammes
Rear derailleur 197 grammes
Front derailleur 90 grammes
Crankset 690 grammes
Inner bearing 76 grammes
Sprocket cassette 239 grammes
Chain 241 grammes
Total 2,313 grammes
You can find the entire test report from TOUR 11/2017 in the download area below.
Downloads:
Test Shimano Ultegra R8000 / 1,49 Euro
Jens Klötzer
Editor
