How quickly times change. Just a few years ago, cyclocross was considered a slightly eccentric niche sport for freaks who refused to embrace the achievements of modern cycling technology. And today? Off-road racers have suddenly mutated into technical pioneers. This is because bike manufacturers are already using them to demonstrate what could soon be in store for road racing bikes: the widespread introduction of disc brakes.
Whether it will really come to that is not yet clear for road bikes - and not the topic here. For cross bikes, on the other hand, the trend towards discs has been in full swing since last season at the latest. This was clearly evident at Eurobike at the end of August: cantilever rim brakes, for decades the most obvious distinguishing feature of cross bikes, were hardly to be seen at the bike show. Instead, manufacturers that were previously hardly or not at all associated with off-road racing bikes - such as BMC or Storck - now also presented disc crossers.
Hardly anyone will seriously doubt that disc brakes on a cross bike are a step forward. Anyone who - like the vast majority of hobby crossers - also rides their bike on public roads and paths cannot accept any compromises when it comes to the braking function. In contrast to cantilever brakes, modern disc brakes leave little to be desired in terms of braking power and modulation and therefore riding safety. The fact that the bikes become somewhat heavier as a result is of secondary importance.
The disc brake is followed by further changes on the cross bike: The classic quick-release hub that all cyclists have grown fond of suddenly appears to be a discontinued model. As with mountain bikes, thru axles and thus new hubs are now finding their way onto cross bikes. Their advantages: Thanks to their larger diameter, they increase system rigidity. The fork and rear triangle are thus better able to absorb the one-sided forces of the disc brakes. Furthermore, thru axles ensure that the wheels are always precisely positioned - this is important to avoid grinding and squeaking of the brake discs.
However, it is still difficult to predict which axle standard will prevail in the long term. There are different variants in the test field: Focus and Giant, for example, use axles with a diameter of 15 millimetres on the fork, while Storck uses 9 millimetre axles; 10 millimetres seems to be establishing itself as the standard for the rear wheel. However, it is also conceivable that 12-millimetre axles will play a greater role in the future.
Crossers now also have previously unimagined possibilities when it comes to shifting technology. World market leader Shimano now offers two shift brake levers that make it possible to combine modern single-speed drivetrains with hydraulic disc brakes. The levers with the type designation ST-R785, which are only compatible with the Di2 electric shifting system, were introduced back in 2013. A technically impressive solution for perfectionists. Di2 actually has many fans among cyclocross racers due to its shifting precision and largely maintenance-free operation. However, the high price stands in the way of this luxury version becoming more widespread. The brand-new ST-R685 levers, in which Shimano combines the shifting mechanism from its Ultegra levers with hydraulic brake technology, are significantly cheaper and therefore probably more interesting for most cyclocross fans.
Shimano competitor SRAM is taking a completely different approach: The Force CX1 is the first component group ever designed specifically for crossers. As with the XX1 mountain bike groupset, the Americans simply threw a chainring overboard. The Force CX1 has a single chainring, with a choice of 40, 42 or 44 teeth. There is also a choice of four 11-speed cassettes from 11/25 to 11/32 teeth. This solution has a certain charm, as it saves up to 300 grams compared to a double drivetrain. It also saves the front derailleur - and therefore a source of malfunctions or defects. Nevertheless, before buying, you should carefully consider whether the minimalist CX1 gearbox is sufficient for the conditions of your own cross terrain. Longer and steeper climbs can be tough, especially with the 44 t chainring. In addition, with only one chainring and a wide-spread cassette, the jumps between gears are quite large. If you're used to a narrow-ratio gearbox, you'll have to get used to it.
Wide price range
We carried out the test rides with the eleven bikes on our home track in the Isar floodplains in the south of Munich. The single trails there, peppered with root passages, steep bends, mud holes and short climbs and descents, are the ideal terrain for the bikes. We deliberately did not set any price targets for the manufacturers; instead, we wanted to test and compare as many new frames, components and technologies as possible. The price range therefore extends from 1,700 euros to well over 5,000 euros for the exquisitely equipped carbon crossers
Preferred: light wheels
It was noticeable that our testers consistently favoured lightweight bikes with agile steering geometry. This is not surprising, as the weight of the bike is much more noticeable than on a road bike, especially off-road, with lots of acceleration and constantly changing riding conditions. However, that doesn't mean that every crosser has to see it that way.
The test results of these cross bikes can be found below as a PDF download:
UP TO 2,500 euros:
- Canyon Inflite AL 9.0
- Ridley X-Ride 10 Disc
- Rose Pro CX Cross 3100
UP TO 3,000 euros:
- Fuji Altamira CX 1.3 Disc
- Giant TCX Advanced
- Specialised Crux Expert
UP TO 4,500 euros:
- BMC Crossmachine CS01
- Stevens Super Prestige Disc Di2
AB 4,500 euros:
- Focus Marex CX 0.0 Team Disc
- Storck T.I.X.
- Trek Boone 9 Disc
In our picture gallery you will find additional detailed photos of the bikes in the magazine.
Downloads:
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